Ulolwe Vol 2 Issue 2

THE ULOLWE SOUTH AFRICA – SUID-AFRIKA A monthly railway research / historical publication ‘n Maandelikse spoorweg historiese en navorsing publikasie “Everything to do with the former South African Railways & Transnet; i.e. Railway Stations, Harbours, Airways, Road Motor Transport, SAR Police, Lighthouses, Pipelines, Catering, SAR Models & Diagrams of Locomotives and Rolling Stock” Patron – Les Pivnic - Beskermheer Hennie Heymans, Pretoria, South Africa - heymanshb@gmail.com October 2010 February 2011 Vol 2 No 2 (Revised)

Phelopepha Photo:Fanie Kleynhans Fanie Kleynhans captured Spoornet’s Phelopepha in the Western Cape

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Contents: Inhoud Phelopepha ......................................................................................................................... 1 Pretoria-Pietersburg Spoorweg Maatskappij [PPSM] or Pretoria-Pietersburg Railway [PPR].................................................................................................................................... 7 Phelophepa Health Train................................................................................................... 9 Phelophepa Photographs – Fanie Kleynhans ................................................................ 10 The Meaning of Phelopepha ........................................................................................... 13 Some old Photogrpahs and Press Cuttings - Dana Kruger (Durban) .......................... 14 Some old photographs Carlos Vieira in the UK ............................................................ 18 Pretoria Railway Station – HBH ..................................................................................... 19 Trams – City Council of Pretoria .................................................................................... 21 A Visit to Sannaspos near the Modder River – HBH .................................................... 24 Steward - 293 - Tafelbediende ......................................................................................... 29 IMR Fireman: A Frees ...................................................................................................... 30 1939 Windhoek ................................................................................................................. 30 Carlos’ Junction ............................................................................................................... 33 News from Namibia - Nuus van Namibië ..................................................................... 38 Geartikuleerde Goederetrok – Lourens Sturgeon ......................................................... 39 Garratt GMA/M 4073 - Andre Kritzinger ...................................................................... 41 Early Pietersburg - Compiled by Stan Kantor ............................................................... 42 Postal Services........................................................................................................... 44 Encounter at Groenvlei (Hartbeeslaagte) 10th August 1901................................. 46 l. Die treinvernieller ..................................................................................................... 49 Described By General Ben Viljoen .......................................................................... 49 Described by Gustav Preller .................................................................................... 50 Described By Egbert Weeber ................................................................................... 50 2. Short notes on Armoured Trains............................................................................. 51 Principal Duties of Armoured Trains ..................................................................... 51 2

The Garrison of Armoured Trains .......................................................................... 51 Composition of a typical Armoured Train seen from front to rear...................... 52 II. The train incident at Tobias Spruit Thursday, 4 July 1901 ................................... 53 The Situation on the Pietersburg - Pretoria Railway Line end of June 1901 ....... 53 The Location Of This Action And The Direction Of The Train ............................ 54 The Escort of the Train ............................................................................................. 54 The Boer Attack ........................................................................................................ 54 lll. The train incident at Hartbeeslaagte Saturday, 10 August 1901 ......................... 56 General ...................................................................................................................... 56 The Location of this Action...................................................................................... 56 The Boer Force .......................................................................................................... 56 Night of the 9th August 1901 .................................................................................. 56 The Boers Deployed - Positions............................................................................... 57 Train Movements on the Pretoria - Pietersburg Line ................................................ 57 Three Trains Allowed To Pass................................................................................. 58 Train No.1 ................................................................................................................. 58 Train No. 2 ................................................................................................................ 58 Train No.3 ................................................................................................................. 58 The Fourth Train– The Action ................................................................................. 58 The day after the action............................................................................................ 59 Note ........................................................................................................................... 59 The Death of Frans Smit........................................................................................... 59 The Death of Carl Cremer ........................................................................................ 60 Egbert J Weeber's Escape ......................................................................................... 60

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A Sequel to this Story ............................................................................................... 60 lV. The train incident near Ganger's Cottage (472) Saturday, 31 August 1901 ....... 61 The General Situation............................................................................................... 61 Captain Oliver John "Jack" Hindon Described....................................................... 61 The Location Of This Action.................................................................................... 61 Descriptions of the site from various sources ........................................................ 62 The Time.................................................................................................................... 62 The Train ................................................................................................................... 62 The Escort .................................................................................................................. 63 The Boer Force .......................................................................................................... 63 Awaiting the arrival of the Train (No 4) ................................................................. 63 The Action ................................................................................................................. 63 Boer Losses ................................................................................................................ 65 The Story Of Nurse Page's Wounding .................................................................... 65 Train-Wrecking Criticised By The British & Complaints Regarding The Taking Of The Amount Of Money As Well As Women's Luggage On The 31st ...................... 66 Lord Kitchener’s criticism ........................................................................................ 66 Reaction on Kitchener's complaints regarding the money taken from the safe on the 31st as well as the taking of women's luggage and the wounding of Nurse Page............................................................................................................................ 66 The Boers Pursued.................................................................................................... 67 Some illustrations relevant to the above article ............................................................. 68 Brian Molefe: CEO Transnet............................................................................................ 73 Statement by Malusi Gigaba, Minister of Public Enterprises, February 16 2011: Announcement of Transnet Group Chief Executive ............................................. 73

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Letter to staff from Transnet chairman, Mafika Mkwanazi, February 16 2011: Appointment of the new GCE for Transnet ........................................................... 74 Class 43 Diesel Electric Locomotives: Terry Hudson “The Mercury” ......................... 75 Harrismith in Peace and War: Bibi de Vos..................................................................... 76 Some pictures taken on 17 February 2011 @ Koedoespoort - HBH ............................. 77 Comments by Carlos Veiera ........................................................................................ 81 Carlos’ Response No 1 ............................................................................................. 81 Carlos’ Response No 2 ............................................................................................. 83 Carlos ‘ response No 3 ............................................................................................. 83 Wepener's Wayside Wanderings & Peregrinations: J & J Wepener ............................ 85 Sightings for the Month February 2011 .................................................................. 85 The last batch of sightings ....................................................................................... 86 The Wepner Photo-report ........................................................................................ 88 Electronic Postbag - Vonkpos.......................................................................................... 92 Rudi Venter: Floods Vaal River ...................................................................................... 96 Dries van der Merwe: SAFETY precautions at the Depot ............................................ 96 Eish! Face deleted to protect identity! ............................................................................ 96 Die Ou Spoorweg – The Old Railways: J Wepener ....................................................... 96 Carlos Vieira ................................................................................................................... 101 Vonkpos Nr 2.................................................................................................................. 102 E219 - E220: Bellville: Drywer VC Saayman ............................................................... 103 Alex Faria: S Meyl from Cape Town to Krugersdorp return ..................................... 105 Conclusion / Slot ............................................................................................................ 107

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The Armoured Train of the SA Defence Force The military author, Paul Els, has sent in the following photographs taken at ‘old’ Voortrekkerhoogte (now Thaba Tswane) of the place where the armoured train was staged. He found this place while doing research for his book on “The Hoogte”

SAR & H Brigade

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Pretoria-Pietersburg Spoorweg Maatskappij [PPSM] or PretoriaPietersburg Railway [PPR] Carlos Vieira kindly shared with us the old photographs of the PPSM which he found at the factory in Gloucester RC & WC in the United Kingdom:

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PPSM – Postal Wagon I must confess I never knew the PPR’s correct name was the PPSM ! I knew it was a British Company operating in the ZAR. Neither did I know they had a postal coach.

The photos were taken from a thick book, so some distortion is unavoidable. Thank you very much for sharing Carlos! – HBH

Phelophepa Health Train Phelophepa means 'good clean health'- a service that has been brought to over 500,000 people since the Train's launch in 1993. The 16 carriages have so far covered a massive 60,000 miles in order to bring healthcare to areas without access to national health services.

With its staff of community nurses, dentists, opticians, counsellors and medical students, the Train travels for 9 months of the year, spending a week at each stop.

Patients walk up to 20 miles to receive treatment, often queuing in their thousands to see a doctor or nurse.

Canon Collins Trust has supported the Phelophepa Health Train's Edu-Clinics for over ten years, enhancing existing health services or providing services for communities where they do not exist.

Phelophepa's staff visit communities ahead of the Train's arrival in order to meet teachers, local leaders and clinic staff. In addition to providing individual treatment, the Train's staff run workshops teaching basic healthcare to local schoolchildren. The 9

Edu-Clinics train 25 volunteers at each stop, to ensure that health awareness lives on long after the Train has departed.

"One of my enduring memories as I observed the team through its different clinics was towards the end of the last visit as one of the Phelophepa sisters worked with four little children, two blind and two deaf. She had spent the day patiently and enthusiastically educating over a hundred children on oral hygiene and teeth brushing, now she was sat down and taking each child through the same routine but with perhaps even more care and energy than she had started with many hours previously."

Ben McGarry, independent project evaluator Ref: http://www.canoncollins.org.uk/projects/phelophepa.php dated 26 Jan 2011.

Phelophepa Photographs – Fanie Kleynhans

Coach No 1 – Power Car

Coach No 2 – Guards Van

Coach No 3

Coach No 4 – Kitchen

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Coach No 5 – Dining Car

Coach No 6 – Accommodation

Coach No 7

Coach No 8

Coach No 9 – Accommodation

Coach No 10 – Eye Clinic

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Coach No 11 – Eye Clinic

Coach No 12 – Psychology

Coach No 12 - Roche

Coach No 13 – Dental Clinic

Coach No 15 – Management

Coach No 16 - Pharmacy

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Coach No 17

Coach No 18

Photo by Fanie Kleynhans was taken just north of Hermon in gale force winds!

Look at the grass in the front of the train.

Thank you Fanie! Excellent!

The Meaning of Phelopepha Phelophepa is a conflation of African words from the seSotho and seTswana languages. It can be roughly translated as “good clean health.” Or you can just call it the “Miracle train,” which is what the locals do. Indeed, what Phelophepa does is a miracle of sorts: The train brings modern medical care to the most remote rural regions of South Africa.

• Read more at Suite101: Health Care on Phelophepa, South Africa's "Miracle Train" http://www.suite101.com/content/health-care-on-phelophepa-south-africas-miracle13

train-a289907#ixzz1CAQfLXyU • http://www.suite101.com/content/health-care-on-phelophepa-south-africasmiracle-train-a289907

Some old Photogrpahs and Press Cuttings - Dana Kruger (Durban)

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1943: Wartime Cape Town station Our next picture features the Hermanus “Railway Station”. The full name of Hermanus is Hermanuspietersfontein. I remember reading many years ago that it was the favourite holiday place of Mr Hoy the General Manager of the SA Railways.

He did not want a railway station at Hermanus but arranged for a RMT bus stop.

Searching the internet I found: “In the early 1800's Hermanus Pieters, who was a shepherd and teacher, followed an elephant trail leading through the Hemel-en-Aarde Valley to the sea where he came upon a spring just to the west of the Mossel River farm. He found this to be an ideal spot to graze his sheep during the summer. He also spread the word to the farmers of the district.

The spring came to be known as Hermanuspietersfontein but was shortened to Hermanus when municipal status was given to the town in 1904.

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The first school was built in 1868 at St Peter's Mission School, attached to the newly built St Peter's Church. The bay was named after a Royal Naval officer called Walker.

The farmers may have discovered Hermanus, but it was the fishermen who settled here. With an abundance of fish, the village attracted more and more families. By the early 1900s word of the excellent fishing, outstanding beauty and “healing” air had spread across the world. It even became fashionable for Harley Street doctors in London to prescribe visits to Hermanus’ “champagne air” to their patients.

One of the first regular visitors to Hermanus was Sir William Hoy, General Manager of the Railways. He ensured the natural beauty of Hermanus would stay unspoilt by blocking any attempt to extend the Bot River railway line to the village.

His legacy lives on in the Hermanus Station that has no lines or trains and the hill that lies in the middle of the village, Hoy’s Koppie, where he and his wife are buried.

Hoy’s Koppie not only provides an easy walk though fynbos to a lookout point over the village, but is also an important link to the earliest inhabitants of the area, the Khoisan. Klipgat Cave, a large overhang on the southern side of the koppie, has archaeological evidence of these indigenous people inhabiting the cave long before Hermanus Pieters came across it. From 1992 the town was promoted as a land based whale watching spot of international repute.”

Ref: http://www.hermanus.com/history.mv dated 26 January 2011.

A filler: Bloemfontein Railway Station

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Cape Times, 29 November 1984

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Some old photographs Carlos Vieira in the UK

Kalk Bay station 1908

Pretoria station – Victoria Hotel on the top right hand corner.

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North Jetty – Port Elibeth c1902

Pretoria Railway Station – HBH

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“Hierdie gebou is opgerig in die plek van die oorspronklike stasiegebou van die NZASM wat in 1893 voltooi is. Dit is deur sir Herbert Baker ontwerp en met die unifikasie van die vier provinsies van Suid-Afrika (1910) gebou met geld uit die 20

surplusfondse van die regering van die provinsie van Transvaal. Die gebou is op 2 September 1912 in gebruik geneem.�

Trams – City Council of Pretoria

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Yellow sign above right, reproduced below:

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Our National Train of Prestige – the entrance to the Blue Train is on the eastern side of the Pretoria Railway Station.

The Victoria Hotel – An early Rovos Base opposite the Pretoria Railway Station. The Victoria Hotel got its new name when the British marched into Pretoria during 1900.

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A Visit to Sannaspos near the Modder River – HBH

Anglo-Boer War: British graves at Sannaspos – all photos by Hennie Heymans.

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Modder River Rail bridge

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The white rings? Bullet marks from the ABW!

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Looking to Bloemfontein!

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Sannaspos aansluiting vir / junction for Aliwal-Noord Bosveld Train Safaris: Visit by train to Bredasdorp (filler)

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Steward - 293 - Tafelbediende My vriend, prof Gert Olivier, was gedurende 1944 ‘n kelner op die SAS. Hier is ‘n paar foto’s van die dae toe hy nog ‘n kelner was – HBH.

Die chef Mosselbaai, 1944.

Die eetsalon “Kowie” en SAS Kelners.

SAS kelners Olivier & Verwoerd 1944.

Skottelgoedwassers Mosselbaai, 1944.

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IMR Fireman: A Frees

Standerton graveyard: And so the name of a Fireman of the IMR, who died on duty during the Anglo-Boer War, lives for ever more!

What is the story lies here?– HBH.

1939 Windhoek A few months before WW2 broke out the SA Police, acting on information from a secret agent, invade SWA to prevent a putsch in the territory:

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The SA Police prevented a putsch in the Territory and also take over the SWA Police. The SAP took over the territory without any bloodshed.

The SAR played a strategic role in supplying transport to Police and their equipment. Hundreds of people of SWA were interned in South Africa – once again the internees were transported by train.

Lieut-Col Frank Verster, OC in Charge, at Windhoek station getting orientated.

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Remark: One of the aims of the Railway Gazette is to pay homage to the Railways; who from the beginning served the Government of the Day, in the national interest, with pride!

[This is a Railway magazine and not a National Security Magazine, therefore no more on what happened in SWA during 1939, suffices to say the whole course of WW2 in Africa was changed.]

One can only wonder how South Africa would be able to cope when the railways are needed to perform in the National Interest. Should we have no petrol and diesel, how are we going to deploy our men without a railway? (Even branch lines are fast becoming a thing of the past!) Is there still a strategic reserve of rolling stock?

All photographs from Hennie Heymans-collection.

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Carlos’ Junction

E-12

N-6

1st Train at Eshowe NGR at Sweetwaters

ABW: Mary Hairy Colenso Bridge destroyed by Boers

ABW: Mending the Railway

Anglo-Boer War 33

HMS Forte – Signalling to Ladysmith

Park Station (Johannesburg)

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ABW: Crisis in the Transvaal @ Johannesburg

Carlos found a copy of the following Menu dated 5-10-1925 SAR at Empire Exhibition in UK

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British soldiers

NGR: Interior family coach 36

Durban Station – then still a double story building

Berea Rd Station

Armoured Train - Natal

Boers /Boere Left: British armoured train Left: a Missionary coach.

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News from Namibia - Nuus van Namibië Hi Hennie, Dankie vir die lekker spoorwegnuus in jou Railway Gazette. Met ‘n ompad kry ons dit ook in Namibië.

Op 23 Januarie 2011 het swaar reën ook sy tol geëis toe die spoor onder ‘n stil staande trein weggespoel het. Een loko (33-472) het geval en een loko (33-443) staan vasgekeer op ‘n “eiland”. Ons hoop om die spoor reg te kry en loko 33-443 uit te kry voor dit weer reën en die loko ook omval.

Groete uit ‘n nat Namibië, Willie Salpeter Snr Engineer – Locomotives

Willie Salpeter sent the following photos of the recent rains in Namibia!

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Geartikuleerde Goederetrok – Lourens Sturgeon Haai Oom Hennie, Hier is 'n artikel oor die geartikuleerde goederetrok, laat weet maar as dit vir Oom goed lyk.

Baie mense het al gehoor van geartikuleerde passasierswaens, die C-22 en privaat waens soos rytuie no 2, 3, 66 en nog 'n paar... Maar wat min mense weet dat daar 'n 39

geartikuleerde trok is. Al hoewel dit nog eksperimentele trokke is, is hulle al op verskeie plekke getoets. Die doel is die vervoer van houers.

Die trok bestaan uit 5 eenhede: EXP-4 11-010 061, EXP-5 11-010 096, EXP-6 11-010 118, EXP-5 11-010 088 en EXP-4 11-010 053.

Die vrag is 33 000kg en die tare is 14 025kg.

Die geartikuleerde trok staan by Koedoespoort se toets sentrum en hy bestaan al 'n hele paar jaar. Ek het probeer uit vind wanneer hy gebou is, maar is nie suksesvol nie, maar wat ek wel weet is dat die trok nie op die ‘opsnylys’ is nie, so wie weet daar is nog hoop...

Lekker dag verder!

Groete – Lourens

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Baie dankie Lourens, dis ‘n baie interessante nuusbrokkie en dankie vir die mooi foto’s!

Garratt GMA/M 4073 - Andre Kritzinger

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Early Pietersburg - Compiled by Stan Kantor This article on Pietersburg is written as an introduction to the edited version of Die Treinvemieller1 by PC Coetzee, a prominent researcher and knowledgeable expert on the Boer War. It is intended to give a short background on the town and its surroundings, the railway line, the Provisional Government and some of their activities, a few photographs, a few personalities and its history.

The Volksraad of the ZAR decided on a new town in the Northern Transvaal on 25th October 1881. Commandant-General Pieter Joubert visited the area with a commission, and the farm selected was Sterkloop, owned by GL van Emmenis and H Venter. This place was known to the Africans as Pholokwane (the protected place). It was well watered and sheltered. On 11th November 1884 the Volksraad approved the choice and the land was purchased for £1500. The town, laid out the following year, was named Pietersburg in honour of Commandant-General Pieter Joubert. Once the Magistrate moved there from (Fort) Marabastad, the new town became the main centre for communications, agriculture and, in due course, an extensive mining industry.

During this period of time, Petersburg and Fort Klipdam (25 km to the north-east) was the end of the road to the north. The BaVenda, under Chief Magato, were the undisputed rulers of the rugged wilderness, which stretched up to the Limpopo.

Although F Jeppe's map of the Transvaal, 1879, shows the most northerly town as Schoemansdal, it must be remembered that the town was destroyed during a war with the BaVenda and was never rebuilt. On 15th July 1867 the inhabitants abandoned the town and retired to the south to Marabastad.

With the opening of the Delagoa-Pretoria railway line, it became the norm of nearly all the rural communities to petition for a railway link. On 30th December 1895 a concession for the construction of a line to the north was granted to HJ Schoeman.

He promptly sold this for 500 fully paid-up £10 shares in a company formed in London in May 1896 - The Pretoria-Pietersburg Railway Company. The first 103 km to Warmbaths (Bela Bela) was opened by Pres Kruger on 5th March 1898. It reached Nylstroom on 1st July 1898 and the Pietersburg terminus, 285 km from Pretoria, was opened by Piet Joubert on 31st May 1899.

The line was kept quite independent of the Netherlands Company with the two railways having separate stations in Pretoria with a short link line to join them.

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The Train Wrecker – HBH.

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The Photograph of the opening of the railway line was taken by Hugh Exton, a resident of Pietersburg from 1882 to 1950. He left about 41000 glass plates, which illustrates the growth of the town. More information on Hugh Exton can be read in the Africana Bulletin Vol.24 No. 102 and Call Back the Past by Basil Fuller. During the Anglo-Boer War Exton worked as a war photographer.

Another well-known personality of early Pietersburg was CH 'Doel' Zeederberg. The Zeederberg brothers ran a mail coach service between Kimberley and Johannesburg soon after the discovery of gold on the Witwatersrand. In 1890 they began a service between Pretoria and Pietersburg. Doel was in charge of the Pietersburg-Rhodesia section, which was opened on 17th February 1891 and it took three days to do the journey to the camp at Tuli. Many horses were lost due to the problem of Tsetse fly and to counteract this, Zeederberg trained zebras to pull the coaches. This experiment proved a failure but Hugh Exton was there to capture on plate the first fully harnessed zebras.

Zeederberg had persuaded one of the local farmers, Roets, to provide him with twenty zebras for training and then offered him the equivalent of R1 for every wild zebra he could deliver. Within two weeks there were nearly 200 kept in special camps. Within three months, four teams, with mules as leaders, were ready to begin the service.

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The zebras performed satisfactorily but they were not as good as either horses or mules, the reason being that despite their speed, they lacked stamina and their ability to do long distances was under suspicion. The first long-distance haul was from Pietersburg to Pretoria. Pres Kruger, sitting on his stoep, had a grandstand view of their arrival. He was not impressed: 'It is an evil day when wild animals are made to do the work which the Almighty has ordained should be performed by domestic animals.'

The Zeederbergs had come to a similar conclusion but for different reasons - the zebras were just not up to it. (To Horse and Away - Jose Burman).

Postal Services After the British had occupied Pretoria, the Transvaal Government was obliged to leave its headquarters and take up a wandering existence onboard a group of evermoving railway coaches. A certain amount of postal business continued, even including the production of postcards carrying the inscription 'Printed in the Field' (in Dutch). Separated from normal sources of supplies, the Boer officials in Pietersburg used the press of De Zoutpansberg Wachter in that town to produce a primitive set of postage stamps.

The design showed the value in the centre with the word Postzegel at the top and the date 1901 at the foot. The side panels were inscribed ZAfr. Rep and the numerals of value appeared in the comers. The stamps were initialled in black by the Controller of Posts, I.T. de V. Smit. The denominations issued were 1/2d (green); 1d (red); 2d (orange); 4d (blue); 6d (green) and 1s (yellow).

The period of issue lasted only from 15th March 1901 until 9th April 1901, by which time Pietersburg was in the hands of the British. In May 1900 paper money notes were issued by the Provisional Government in denominations of £1, £5, £10, £20 and £50. These were signed by the Auditor-General, JS Marais and the TreasurerGeneral, NS Malherbe and were secured by the fixed property of the Republic. These 'Gouvemement Noten' carried an annual interest payable at 6% and the notes were redeemable to the amount of £100000 yearly.

However, as the war progressed and the Republican forces withdrew from the capital, other series of the notes were issued from various places. For instance some were issued in Pietersburg in April 1901 and shortly afterwards, still others in Pilgrims Rest.

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Example of ÂŁ1 note issued by the ZAR. Government in 1902.

This note has points of interest. The blue lines ruled across the paper are present because the notes were printed on sheets from exercise books collected from schools, the Government being desperately short of paper. There is no watermark and, therefore, the notes had to be signed in their own hands by the Auditor-General and the Treasurer-General. (Extract from 'Call Back the Past by Basil Fuller').

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The section of the Warmbaths-Petersburg rail line was used by the Provisional Government up until 30th March 1901, when Warmbaths was taken by the British.

They had restored the Pretoria-Warmbaths section by section on their way to conquer the north. Australian scouts rode into Nylstroom on 1st April, Piet Potgietersrust on 5th April and by 8th April the British vanguard entered Pietersburg. The railway then became part of the Imperial Military Railway.

The first attack on the railway line by the Boer forces was on 4th July. An interesting talk was given by Prof. Louis Changion to the Africana Society on 19th April 2006 on Breaker Morant {see Africana Bulletin No. 125 Aug. 2006}, which intertwines with our story.

Having joined the newly formed Bushveldt Carbineers (BVC) on 28th February 1901, Morant was involved in the taking of Pietersburg on 8th April 1901. During the occupation a Boer sniper, GC Kooijker, picked off two Tasmanian Bushmen, Captain AA Sale and Lieut CH Walker. When the snipers nest was stormed, he calmly stood up, threw aside his gun, put his hands up and called out '" surrender". The onrushing troops took no notice and ran him through with their bayonets.

The train incident at Tobias Spruit on 4th July 1901, is recalled in Shoot Straigh~ You Bastards by Nick Bleszynski. Sgt Eland mentions in a letter to his mother that Morant was very cut up when news of the Gordon's disaster reached them.

Lieut. Best had been a good mate of both Hunt and Morant. They were sent out to search for the train wreckers and their intention was very clear 'If we come up with this party of Boers we will not take any prisoners'.

The graves of those killed are situated on a farm in the Naboomspruit area. The photograph shows the memorial to these soldiers erected by the Naboomspruit Feestekomittee in the local graveyard on the centenary of the event

Encounter at Groenvlei (Hartbeeslaagte) 10th August 1901 Scattered throughout South Africa, alongside the railway tracks, are gravestone and monuments to those who lost their lives in accidents, Boer-war encounters and other railway events. Although highly visible to passengers and railway personnel, these edifices are either inaccessible to road travellers or hidden from the highway undergrowth. One such monument can be located 3.8km from the Boekenhout Station railway crossing, along the gravel road to Vogelfontein bird hide at the Nylsvlei Nature Reserve.

On the left-hand side of the road is a gate to a railway line crossing. The site is on the left-hand side before the next gate.

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The actual event occurred about 100 metres down the line towards Naboomspruit.

The new bridge over the Hartbeesspruit rests on the original dressed stone foundations of the first bridge.

On 9th August 1930 the monument to those who perished at the Battle of Groenvlei was unveiled. The then Minister of Justice, Oswald Pirow, performed the ceremony on behalf of the Dingaansfees Committee of Nylstroom. The inscription on the stone panels reads as follows: Vir Vryheid en Vaderland Deze burgers zyn gesneuveld te Groenvlei 10 Aug 1901.

Carl Cremer geb. 29 Nov 1867 in Ostonnen Westfalen, Duitsland Gerhardus Jordaan van Middelburg geb. 6 Julie 1882 Comelius Lombaard van Middelburg geb. 2 Aug. 1852 Comelius Post van Middelburg geb. 7 Okt. 1864 in Hilversum, Holland Frans Schmidt van Harrismith, OVS geb. 26 Okt. 1876 Petrus Swart van Bethal geb. 23 Junie 1876 Johannes van Niekerk van Bethal geb. 1868 By 1901 the Boer forces were independent groupings with no 'headquarters' where deaths and injuries could be recorded. After the skirmish the British buried the dead in a mass grave and the names of the deceased would have been taken from those listed in the books on Slegtkamp, Hindon and Weeber. Confirmation on the number of dead appears in Vol. IV of History of the War in South Africa 1899 - 1902, which was published in 1910 prior to any of the other publications. But here appears a discrepancy.

In Vol. III The History of the Gordon Highlanders 1898 - 1914 on Page 271 the following extract appears: 'In this affair two passengers were killed and three wounded, a Boer woman among them. The escort had but two men hit though their truck bore the marks of over one hundred bullets; two wounded prisoners were taken, sixteen dead Boers were buried."

The British Army was meticulous in its records so who were the other 9 persons buried?

With the 100 year centenary much emphasis has been placed on the Agterryers. In his introduction to Ghostriders of the Anglo Boer War (1899 - 1902), author Pieter 47

Labuschagne describes the role of agterryers as: 'Agterryers were mostly black or coloured men who accompanied their employers on hunting expeditions and in battles and wars. Their task included guarding spare ammunition, looking after horses, cooking and collecting firewood. These supportive functions were invaluable to the burgers and contributed to their success in many battles'.

The memorial stone was placed over the grave where Hindon's men were buried and, as far as can be ascertained, the bodies were never exhumed. Should this ever happen and more than seven remains are found it would truly be shades of Herman Charles Bosman's controversial story Unto Dust.

The last memorial of the Pretoria-Pietersburg Railway derailments was erected near the Petronella Railway Station. It is in a Memorial Garden and was erected for British soldiers who died during the Boer War. The inscription reads: 1899 -1902 In Proud Remembrance Soldiers originally buried at Waterval North, Gangers Cottage, Hammanskraal and Pienaars River station now lie buried here at Petronella The last action of the Boer War in Pietersburg occurred on 24th January 1902. Early in the morning Gen Beyers attacked the town and enabled a number of the inmates of the refugee camp to escape. About 150 made off and rejoined the commandos. The small garrison managed to drive off Gen. Beyers and his group.

This article has covered the modem history of the Pietersburg area, but man has occupied the area over many ages.

Traces of man's past are found at three main types of locality near Pietersburg i.e. caves in dolomite, quartzite or sandstone; in dongas or erosion gullies and at Iron Age settlements.

The Makapansgat Valley, 32 km south of Pietersburg, has caves whose contents record man's activities from about 2 million years ago up to the Voortrekker Commando of 1854, when the Makapan tribe was destroyed in one of the caves for attacking a wagon lager at Moorddrift. Soil erosion has exposed enormous number of stone artefacts, the relics of Stone Age activities and dates back to 100000 years and up to Iron Age times. The commonest stone artefacts in the dongas were first found by Rev. E.C. Paterson in the 1920's. They represent a kind of human behaviour 48

which archaeologists identify as the Pietersburg Culture (Industry).

Revil Mason Standard Encyclopaedia of South Africa Vol. 8 and Cave of Hearths (Makapansgat).

References: 1. Lost Trails of the Transvaal - T. V. Bulpin 2. Eight Months in an Ox-waggon - EG. Sandeman 3. Shoot Straight You Bastards - Nick Bleszynski 4. South African Panorama - Jan. 1987 5. The Buildings, Steam Engines and Structures of the Nederlands South African Railway Company - R. C. de Jong G.M. van der Waal- D.H. Heydenrych 6. The Great Boer War - Arthur Conan Doyle 7. British Military Cemeteries and Scattered Graves in the Northern Transvaal in 1905 - P.C. Coetzee 8. Kaptein Hindon - Gustav S. Preller 9. History of the War in South Africa Vol.IV - Capt Maurice Harold Grant 10. Op die Transvaalse Front- EJ. Weeber 11. Die Helde-Album - P.H.S. van Zyl 12. Unto Dust- Herman Charles Bosman' 13. Vol. 111 - The History of the Gordon Highlanders 1898 - 1914 14. Runner and Mailcoach - Eric Rosenthal and Eliez Blum 15. Call Back Yesterday- Basil Fuller 16. The War Reporter - J.EH. Grobler 17. Pretoria and the Anglo-Boer War - P.J. Greyling 18. To Horse and Away- Jose Burman.

l. Die treinvernieller 1. Different descriptions of this famous device used by Jack Hindon and his men are reproduced below.

Described By General Ben Viljoen ".....Our modus operandi was to take a Martini-Henry rifle and saw off four inches before and behind the magazine, and then to so file the trigger guard that the trigger was left exposed.

Two of the most intelligent burghers were despatched over night with this mutilated rifle and a packet of dynamite to the spot chosen for the mine, while two other burghers kept guard.

Special precautions were taken to prevent footmarks being traced by the British patrols, the burghers walking for a considerable distance on the rails. The mine was prepared by carefully removing the stones from underneath the rails and as cautiously replacing them to again fill up the hole after the instruments of destruction had been adjusted. The trigger was placed in contact with the dynamite, and just enough above ground to be affected by the weight of the 49

locomotive, but so little exposed as to be passed unnoticed. All surplus stones were carried off in a bag and great care was taken to conceal all traces of the mine....."

Described by Gustav Preller ".....Van 'n martini-henri geweer werd die loop afgesaag ongeveer vier duim voor die slot en die kolf ook verwijder agter die slot. Vervolgens werd aan weerskante van die sneller die beuel afgesaag, sodat die sneller van die onderkant ontbloot werd. Dan werd hiervan 'n houte vorm vervaardig, om 't regop te hou, 'n soort van langwerpige kassie, die lengte van die slot, vier duim breed en van ongeveer dieselfde diepte, maar oop aan die einde. Die lading het bestaan uit 'n patroon waarvan die koel en pluisie verwijder was, en 'n sakkie met dinamiet-doppies, wat vasgemaak werd om die endje tromp, sodat die skoot uit die geweer in die doppies slaat, en laasgenoemde 'n daamaas aangebragte dinamiet-Iading laat ontplof.

Die mijn moes natuurlik in die nag geleg word, wat meermale met allerlei moeite gepaard gegaan 't in die donker, maar mits een en ander vooraf mooi klaargemaak was, en die blootgelegde sneller van die geweer - eigelik die hele inrigting - stewig onder die spoorstaaf vasgewig werd, was die uitwerking seker, want aan weerskante van die mijn werd nog die ballast ook weggeneem, om te verseker dat die spoorstaaf onder die gewig van die loko diep genoeg wegsink om die sneller af te druk. Deur die gewig van die lokomotief word namelik die reil neergedruk op die sneller, wat dan losgaat. Die dinamiet-Iading moes in die meeste gevalle bestaan uit ongeveer 'n vijftig patrone, wat neffens die doppies-sakkie aangebreng werd.

Deur die ballast dan uitwendig weer sorgvuldig te herstel, en mits daar g'n onnodige spore gemaak werd nie, het die mijn aan die nauwkeurigste ondersoek ontsnap. 'n Voordeel wat vir hierdie methode gepleit 't was, dat g'n vemieling op grote skaal teweeggebreng werd nie, aangesien net die loko van die spoor af geslaan werd, soms onbruikbaar gemaak, en 'n paar spoor-stawe vemiel. In die meeste gevalle staat die trein binnen dertig tree botstil....."

Described By Egbert Weeber ".....Eindelik het Carl Craemer, 'n burger van Duitse afkoms, die beste middel ontdek om treine te ontspoor en dadelik aan te val. Hom kom die eer toe en deur sy vindingrykheid was ons later in staat om die vyand ontsaglik veel skade aan te doen. 'n Afgesaagde Martini Henri-geweerslot, gelaai met 'n skoot loskruit, het die moeilikheid opgelos. Die dinamiet word in 'n uitgeholde plek onder die spoorstaaf geplaas met die slot van die geweer daarop gerig, waarvan die raamwerk oor die sneller verwyder is. Die slot word oorgehaal en op sy rug gele, sodat die gewig van die lopende lokomotief die ontblote sneller afdruk en die loskruitskoot afvuur in die dinamiet {50 tot 70 dinamiet-patrone}, wat dan onmiddellik ontplof....."

It should be noted that on the 10th and 31st August 1901, the mines were set off by means of a wire attached to the trigger - the reason for this given by Preller as ".....in 50

hierdie geval, omdat hul nie juis dadelik met 'n gepantserde trein wou te doen hê nie, en ook omdat die bos dit toegelaat 't, werd 'n touw aan die sneller bevestig, sodat hul dit kon aftrek wanneer hul wou....."

This idea was attributed to Carl Cremer and Egbert Weeber describes his "invention" as follows: "..... Omdat die afvuur of aftrap van die skoot in die geweerslot afhanklik was van die gewig van die lokomotief en omdat daardeur swaar spoorwegtrollies of dollee treine die ontploffing ook kon veroorsaak en also ons doel verydel om 'n ryke buit te maak, het ons later ook op die metode verbeter - ten minste die vernuftige uitvinder, Carl Craemer, het die verbetering self uitgedink. Voortaan sou ons die sneller so stel dat die gewig van die lokomotief of trein geen uitwerking daarop sou he nie. Die holte is dieper gemaak en aan die sneller 'n draad vasgemaak, lank genoeg om 'n verskuilde man in 'n sloot of agter 'n verskansing naby die spoorlyn in staat te stel om die skoot af te trek wanneer hy wil.

Wanneer 'n leë trein verbygaan, trek hy die draad nie, en die myn kan nie ontplof nie. Die draadtrekker doen alleen sy werk wanneer hy gesien het dat die aankomende of verbystomende trein die moeite werd is om aan te val. Hy is natuurlik in groot gevaar weens die noodwendig kort afstand tussen hom en die spoorlyn. Sy teenwoordigheid kan moontlik ontdek word en tydens die werklike aanval is hy ook blootgestel aan groot gevaar. As die aanval misluk, gaan hy 'n gewisse dood tegemoet, want sy kanse om te ontsnap is dan een uit honderd. Op die manier het die vindingryke Carl Craemer ook aan sy einde gekom....."

2. Short notes on Armoured Trains Principal Duties of Armoured Trains 1. In conjunction with columns in the field, to intercept the enemy whom the columns were driving on to the line.

2. To act on the flank of a column or line of columns, the train being well advanced so as to prevent the enemy breaking to that flank.

3. To reinforce stations and camps on the railway which were threatened by the enemy.

4. To escort ordinary traffic trains.

5. To reconnoitre.

6. To patrol by day and night.

7. The general protection of traffic routes.

The Garrison of Armoured Trains “.....The garrison of an armoured train was composite. In addition to the infantry escort, it contained R.A. and R.E. detachments. The latter consisted of one NCO and six Sappers, skilled in railway repairing work and in re-setting derailed engines and trucks; two telegraph linesmen, one telegraph clerk, two engine drivers and two firemen. All the men of this detachment were counted as effective rifles when the 51

train was engaged, with the exception of the driver and fireman on the footplate; even the latter carried rifles in the engine cab to drive off an enemy endeavouring to gain possession of their engine.

It was important that the officer commanding the train should be a man of judgement and strong nerve. He was often called upon to act on his own responsibility. His strong armament and defences enabled him to attack superior forces. Yet his vulnerable points were many. He had ever to be alert that the enemy did not cut the line behind him. In addition to his visible foes and the constant risks of traffic in war time, he had to contend with skilfully used automatic and observation mines, and had to keep his head even amid the roar which followed the passage of his leading truck over a charge of dynamite, and then to deal with the attack which almost certainly ensued..........

The danger from contact mines was to a certain extent obviated by a standing order that each train should propel a heavily-loaded bogie truck. Such trucks had low sides and ends; they in no way obstructed the view, or fire, from the train; and they performed the double purpose of exploding contact mines and carrying the railway and telegraph materials. The necessity for this propelled unoccupied bogie was exemplified on several occasions..........

All trains carried a special gun-truck, on which was a pedestal-mounted QF gun.

They carried also a machine gun at each end, arranged with a lateral sweep, to allow the fires to cross at either side of the train at a distance of from fifty to eighty yards.

Armoured trains were officially recognised as moving telegraph offices, and equipped with field sounders, vibrators, phonophores and telephones; and whenever trains stopped away from a regular office, which they did nearly every night, they were never out of communication with the neighbouring stations and blockhouses.......... One of the latter improvements made to armoured trains was the addition of a strong electric light. The steam for the engine and turbines working the dynamos was supplied by a flexible pipe from the engine dome, the pipe being fairly protected by steel plates....."

Composition of a typical Armoured Train seen from front to rear 1. An open low-sided bogie wagon, loaded with railway stores (sleepers). This was pushed ahead of the train and provided some protection in case of a mine or a break in the track.

2. An armoured bogie vehicle equipped with Maxims and/or a one-pounder Pornporn and fitted with an armoured roof to protect its occupants from plunging fire. It was manned by an infantry section.

3. Two or three armoured four-wheeled vans which acted as ammunition stores, living quarters, a telegraph office and searchlight carriers. The officer commanding 52

the train had his headquarters in the telegraph van and was in communication with the other vehicles via an internal circuit.

4. The locomotive itself, comprehensively armoured with sheet metal.

5. A water tank.

6. An armoured gun truck, usually mounting a 12-pounder quick-firing gun.

7. Another armoured bogie truck, complete with Maxims and a rifle section.

II. The train incident at Tobias Spruit Thursday, 4 July 1901

The Situation on the Pietersburg - Pretoria Railway Line end of June 1901 Lieutenant-Colonel ADG Gardyne gives the following description in the Regimental History of the Gordon Highlanders: ".....Though train-wrecking had been frequent in some districts no attempt to interfere with the Pietersburg communications had been made up to the end of June, notwithstanding that the hilly and wooded nature of the country through which the line passed gave every opportunity to the wrecking gangs. Attacks on trains are, of course, a perfectly legitimate form of war, and stores, arms, and men therein captured are legitimate prize. But at this period the notorious Jack Hinton and his colleagues in the Eastern and Northern Transvaal were acting in a brutal and illegitimate manner after capturing a train: they shot many in cold blood and recurring cases of brutality had roused the resentment of the army to the highest pitch. Of course all trains were guarded; an officer and up to thirty men used to go up by one train, be relieved half-way, and return by the next. There were not yet enough armoured trucks to go round; soldier passengers usually camped as best they could on top of the loaded trucks: there was usually a coach for other passengers. The guard's van was generally more or less protected; it carried the mail and a soldier of the postal service. To minimize the effect of contact mines it was usual to put two or three trucks of sleepers or ballast in front of the engine....."

The peace was soon to be shattered and on the 4th July 1901, the Pretoria Pietersburg line suffered the first blow dealt to it by the Boers. The Official History refers to it as the ".....most striking event of July....." and Lieutenant-Colonel Gardyne as the ".....glorious disaster of Naboomspruit....."

General C.F. Bevers' Movement Prior to the action at Tobias Spruit, General Beyers was at Rietvlei, a short distance west of Nylstroom, with 300 men. Here he was laagered on the farm "Die Oog" which belonged to a certain Gys van Rooyen. From here he went northwards with 70 men (150) with the purpose of disrupting the British communications.

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The Location Of This Action And The Direction Of The Train Odendaal describes it as being ".....by die oorgang van die spoor by Tobias-zyn-dorp......"

On the 5th July 1901 Lord Kitchener telegraphed from Pretoria to the War Office that ".....A train from Pietersburg wrecked by Boers yesterday, 5 miles {8.05 kilometres) north of Naboomspruit....."

The crossing of the railway line with Tobias Spruit is located exactly 5 miles {8.05 kilometres} north of Naboomspruit and situated on the farm Tobias Zijn Loop (976).

According to S.J. Lee the train approached from Naboomspruit. He did not, however, state his sources. From Kitchener's report it appears that the train in question was the down one, i.e. it travelled from Pietersburg in the Pretoria direction. He, however, clearly stated that this incident took place 5 miles (8.05 kilometres) north of Naboomspruit. According to HW. Wilson ".....The train in question was the down one. All went well as far as Naboomspruit, which station it left late in the afternoon....."

This can be interpreted that the train left Naboomspruit and, being the down one, after leaving Naboomspruit, travelled towards Pretoria, i.e. the attack then took place south of Naboomspruit.

J.F. Naude recorded that the train approached from Naboomspruit and was travelling ".....naar Pietpotgietersrust....." Lieutenant-Colonel Gardyne states that the train was ".....returning to Pietersburg....."

He had insight into an account of this action which was compiled the next day (5th July 1901) by five of the survivors.

There can be no doubt that the train which was attacked by General Beyers and his men, was indeed one that was travelling from Naboomspruit northwards in the direction of Pietersburg. According to sources it was a train carrying supplies.

The Escort of the Train It consisted of 28 (22) rank and file of the 2nd Battalion Gordon Highlanders under Lieutenant AAD Best. They were placed in ordinary - not armoured - trucks.

The Boer Attack An explosives charge of dynamite was carefully placed under the railway and the 70 Burghers deployed on both sides of the railway where they took advantage of the thick cover of the bush to lay and wait for a train to arrive.

The train, with its escort, left Naboomspruit at 3 p.m. and at about 3.15 p.m. there 54

was an explosion which brought the train to a standstill. According to Gardyne the damage to the train being ".....a piston-rod was broken....." Wilson and Naude state that immediately upon the explosion the train came to a standstill. The explosion resulted in the locomotive being damaged and the track destroyed whereupon the train left the rails.

The Burghers approached through the thick bush on both sides of the train and opened a heavy fire on it. They soon worked their way closer to about 70 yards away from the train from where they riddled it with bullets. The most casualties on the British side occurred in the first few minutes.

The escort jumped out and started to return the fire. Some of them fired from behind the wheels or lay between the rails. Lieutenant Best was shot through the leg at the very onset of the fight but kept directing his men's firing. After a while, when there was a slack in the British fire, he went round the train to discover that his small force had suffered severe casualties. He, however, managed to reach the last carriage without being hit again and apparently on leaving it was challenged by the Boers and ordered to surrender, on refusal of which he was shot and killed instantly.

The fight lasted between 15 to 20 minutes after which the British, having five men left to fire a rifle, were overpowered by the Boers. From all accounts it appear that the Gordon Highlanders put up a brave defence. In a telegram, dd. 10th August 1901, from Lord Kitchener to the Gordon Highlanders, mention is made of a Commandant De Villiers who was present at the action and who surrendered to the British just after the action.

He apparently informed Kitchener about the brave defence of the Gordon Highlanders.

The Boers then took from the train, in the form of clothes and food, what they could carry away and then set fire to the rest whereupon they retired into the bush. Wilson states that they retired ".....when the approach of an armoured train was signalled....." This seems to be far from the truth.

According to Gardyne ".....It was late before word got to Naboomspruit and not until 10 p.m. did succour reach the spot....."

General Beyers and his men went from here back to Rietvlei, west of Nylstroom.

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lll. The train incident at Hartbeeslaagte Saturday, 10 August 1901 General It was admitted, and in this case by the Official History, that train-wrecking was the most expensive of all operations. Kitchener, in his despatch to the War Office stated that, in his opinion, the train-wrecking expeditions brought discredit on the Boers.

The Location of this Action This incident took place about 6.7 miles (10.78 kilometres) south of Naboomspruit at the crossing of the railway line with the Hartbeesspruit on the farm Hartbeeslaagte (530). According to Lieutenant Gardyne it took place ".....About three miles north of Groenvlei (Green Swamp) - not half an hour from Nylstroom....."

The Boer Force Between 30 to 40 men of the Transvaalse Vrywilligerskorps under by Captain Oliver John "Jack" Hindon and Captain Henri Frederik Slegtkamp.

The Boers From The Eastern Transvaal To The Scene Of Action Hindon and his men's trek from the Eastern Transvaal brought them over the Springbokvlakte. One of the Burghers, Louis Jordaan, knew the area well. On the 6th August they rested at a place called Oosterhuisputte (or Holtzhausen's putte) where they spent the day in prayer. On the 9th August 1901 they reached a Black village (stadt) to the immediate east of Naboomspruit. Here they took care not to be noticed by the Blacks in this area.

They spent the day next to a spring and had picket posts placed between their camp and the railway line. Nothing happened and in the evening they trekked due south to a point east of Hartbeeslaagte and from there west to where the railway crossed the Hartbeesspruit.

Night of the 9th August 1901 The Boers brought their wagons nearer to the railway where it was carefully hidden in dense bush.

At 3 a.m. on the morning of the 10th August the 5 men who were to lay the mine went out to place it near the low culvert over the Hartbeesspruit, which at that stage was dry with only small pools of water along its course. They did sent out scouts beforehand to reconnoitre the place.

Carl Cremer prepared the mine which was laid by Jack de Witt and Lucas van As on a position pointed out by Captain Hindon assisted by Captain Slegtkamp. It was laid 56

about 20 paces from the culvert over the Hartbeesspruit. A copper wire was attached to the trigger (which was placed about 25 mm below the underside of the rail) and the mine was to be set off by pulling on it. The reason for this being that they then could choose which train they wanted to derail. They did not have any intentions of derailing an armoured train.

The Boers Deployed - Positions The horses were left in the care of some Burghers about half a mile {0.8 kilometre} from the scene of the action. This laagertjie was in the Hartbeessspruit. After securing their laager they went towards the railway. EJ Weeber later regretted the position they chose for leaving their horses ".....Daar was wel die groot, wyd oopgespoelde sloot of spruit, wat goeie skuiling aangebied het, maar ons moes ons perde baie verder opwaarts gelaat het. Dit kan ek nou sĂŞ in die lig van latere gebeurtenisse. Die vreeslike slagting wat later onder ons perde gevolg het, is bewys genoeg dat die vyand uit die trein ons perde kon sien....."

The whole area was covered by dense bush and shrubs, a fact that favoured the Boers. This cover enabled them to take up a position very near the railway line. Carl Cremer was appointed to set off the mine. He was positioned about 20 paces from the line, in dense bush, and had Willem Jordaan with him. According to Weeber it was Alex Jordaan.

Captain Slegtkamp, with 30 men, took up position in a donga right opposite where the mine was laid. Cremer and Jordaan were thus positioned in front of them and between them and the railway.

On their left Captain Hindon with some men took up position, about 40 paces from the railway line in a hollowed-out area with an embankment of about 3 feet high which offered splendid cover from any fire from the railway, while a Lieutenant Van Rensburg and some men took up position under the culvert over the Hartbeessspruit. They were posted there to deal with soldiers who might take up a position along the west side of the railway line. From the culvert they could then enfilade and threaten a possible British left flank. These positions were taken up before sunrise.

Train Movements on the Pretoria - Pietersburg Line Hindon was aware of the fact that goods-trains were being sent up from Pretoria to Pietersburg on Wednesdays and Saturdays.

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Three Trains Allowed To Pass Train No.1 At about sunrise, a loco with a few trucks which appeared to empty, arrived from the north and was allowed to pass.

Train No. 2 Between 8 to 9 a.m. a Black came walking along the rail with a train, coming from the north, following him at a distance of about 2000 paces. He was apparently sent ahead to examine the track and look for mines. The Boers succeeded in capturing him and took him off the scene. This was an armoured train and it slowly passed the Boers whereupon it came to a halt about 300 paces south of their position. Some of the soldiers got off and walked next to the train. After about 15 minutes the whistle was blown and the soldiers rushed back and boarded it. They then moved off in the direction of Pretoria.

Train No.3 Not long after the armoured train left a train carrying passengers arrived from the north and was allowed to pass.

The Fourth Train– The Action At about 2 p.m. a goods train with an armoured truck, carrying 2nd Lieut JLG Burnett and fourteen rank and file of the 2nd Battalion Gordon Highlanders and ordinary goods trucks arrived from the south. Immediately after the engine had passed, Carl Cremer set off the mine and the Boers opened fire on the train. The explosion caused eight trucks to go over the low embankment while the engine and some other trucks, although derailed, managed to stay upright.

Weeber described it as follows: ".....Die lokomotief het eers 'n slag in die lug gespring en toe van die hoe bruggie afgestort, gevolg deur 'n paar van die voorste trokke, sodat die omgewing bestrooi was met sakke suiker en ander eetware......"

Upon opening fire a flag (black cloth) was seen waving from a goods truck, carrying Boer women and children, situated behind the armoured truck carrying the soldiers.

Most of Hindon's men, thinking this to be a sign of surrender on the part of the British, got up and stormed the train. Some of them even managed to reach the engine when a murderous fire was opened on them from the troops in the armoured truck causing the Boers to suffer the majority of their casualties.

They immediately returned to their positions and resumed the fight. At this moment, to worsen affairs, an armoured train (commanded by Lieutenant GFS Tuke, Royal Garrison Artillery) arrived on the scene from the south and opened a severe fire with its gun and machine gun. Upon this the Boers retired with haste eastwards 58

towards where their horses were left.

During the retreat a bullet went through Jack Hindon's clothes and hit his horse in its head killing it instantly. He was given a lift on the back of Schalk van der Merwe's horse. The dense bush ensured the survival of the Boers. They could not be seen but the British kept up their fire till the Boers were way off the battlefield. They were literally carried off the scene of the action by the fire from the armoured train. They succeeded in bringing out 5 wounded men and all their wagons and carts.

Lieutenant Burnet, with 10 men, went after the Boers for about a mile whereupon he returned. The armoured train stayed on the scene during the night of the 10th. The following morning a breakdown train came to clean up the site of the action and the party were back at Pietersburg on the 12th August.

The day after the action Hindon sent two men into Naboomspruit under a flag of truce to enquire about his killed and wounded. He received a message from a certain Captain Pritchard that the British, apart from the seven killed that Hindon knew about, also buried Captain Slegtkamp and Jan Bezuidenhout. He was also informed that the wounded Botha and Pretorius would be court-martialled when they have recovered. This, however, never happened and they were eventually sent to a POW camp.

Note: The seven fallen Boers were buried in one grave on the scene by the British. On 9 August 1930 a monument, erected over the Boer mass grave, was unveiled. Oswald Pirow, the then Minister of Justice, performed the ceremony on behalf of the Dingaansfees Committee of Nylstroom.

The Death of Frans Smit Just after the initial storming of the train and the retreat under fire from the soldiers in the armoured truck, Frans Smit from Pietersburg was shot in the hip. Slegtkamp saw him lying wounded and ran forward to render help. Just as he was in the act of picking him up, Smit was hit for the second time and, being under severe fire, he was forced to leave Smit lying there and rushed back to his shelter. Slegtkamp then heard Smit's cries and decided to go and bring him into the safety of his own shelter.

He called on a certain W Jordaan who was with him to assist him in bringing in Smit.

Just as they got out of their shelter to move forward, Smit was hit by a bullet for the third time whereupon they were forced to leave him lying there in the open to die.

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The Death of Carl Cremer During the storming of the train Cremer apparently lost his folders ("Lorgnet") and to this the cause of his death was attributed. He was near-sighted and this may have caused him difficulty in getting away quickly and he probably decided to surrender, in this process then having lost his life. It was alleged that he was shot in cold blood after he had surrendered - there is, however, not enough proof to substantiate this claim. According to Preller ".....Daarom, - so werd altans deur sijn kamerade onderstel, het hij toen besluit om maar oor te gee, seker daarvan dat hij in ieder geval niks gedaan had waarvoor hul hom kon fusileer nie. Hij is egter op die plek neergeskiet, - nadat aile weerstand van die kant van die verkenners reeds gestaak was....."

Egbert J Weeber's Escape ".....Ek het 'n paar nuwe velskoene aangehad en omdat die een my baie gedruk en seer gemaak het, het ek dit losgemaak om verligting te kry. Ek moes hardloop en oor 'n plas modderige water spring, toe die losgemaakte velskoen in die modder bly steek - en daar staan ek met die een voet kaal! Die modderwater het geleef en gebeef soos die swerm meksimkoeëls daarin neerslaan - elkeen 'n boodskapper van die dood. Nietemin het ek my verstout om om te draai en my velskoen op te raap. Met die geweer in die een hand en die velskoen in die ander kom ek toe net by 'n draai van die sloot, uit die slag van die koeëls....."

On his way he found Stoffel Botha, with a bullet in the buttock. Weeber wanted to help him but Botha insisted that he be left there. A little further on he found Piet Pretorius, also severely wounded. He eventually reached the spot where they left their horses and where he was greeted by this scene: ".....Toe ek op die plek kom waar ons die perde gelaat het, kon ek nie help om na boontoe 'n uitroep van wanhoop te slaak nie.

Die ton eel voor my was afgryslik. Net waar ek kyk, Ie dooie en gewonde opgesaalde perde.

My eie, goeie, dierbare, kosbare oorlogsperd hang morsdood aan die teuels waar ek hom die more aan die hoe mik van 'n boom vasgemaak het. AI wat ek in die wêreld besit het, behalwe my handperd in die laer en die klere aan my Iyf, was op sy rug en daar was geen tyd of kans vir my om iets te red nie.

Naby hom het my broer se perd gele, 'n pragtige Arabiese blouskimmel....."

A Sequel to this Story Thirteen years later EJ Weeber was the Headmaster of the Government School at Louis Trichardt and his brother Otto, Chief Inspector of Sheep of the Union. During a school holiday he was visited by Otto and they went hunting on Mara, at the foot of the Soutpansberge where they stayed at the house of one of Otto's inspectors, a certain Barend Bierman, whose parents were staying with him.

One night, after dinner, they were sitting in the kitchen where during the evening the conversation tumed to the Naboomspruit affair. Otto Weeber related how he was 60

wounded and EJ Weeber told about the woman in the truck waving the black "flag".

Miss Bierman Senior (the mother of Barend Bierman) then said that it was her who waved the cloth and she produced an alpaca-pallium of the type that women used to wear in those days. She and some Boer women were on the train on their way to the Pietersburg Concentration Camp which they eventually reached despite the mishap to the train.

lV. The train incident near Ganger's Cottage (472) Saturday, 31 August 1901 The General Situation Wilson described the period between the attack on the 81h and this one as follows: ".....For three weeks, since the derailment of a train at Naboomspruit, the line had been little troubled by the enemy. Traffic had not been interfered with, and the trains had run regularly, much as in time of peace. The blockhouses and fortified posts upon the railway were at that date few and far between. The section from Pretoria to Warm baths was in particular considered safe from molestation, as for months none of the enemy had shown themselves in this quarter. There was a good deal of traffic with the north, where was a large camp, containing Boer refugees, men, women and children, sustained by our army....."

Captain Oliver John "Jack" Hindon Described As already stated, the train-wrecking expeditions were referred to as being very expensive and the Official History referred to Jack Hindon as ".....a ruthless expert in this class of damage....." In his second venture on the 31st August he was ".....terribly successful....." That he was not all popular, especially with the British, is a fact that cannot be denied. The Times History refers to him as ".....the notorious trainwrecker.....� Then later he is called ".....the famous train-wrecker....." and finally just ".....the train-wrecker....." Wilson is a bit more drastically when he refers to Hindon as ".....the notorious Hinton, whose atrocities are so many that they defy enumeration....."

The Location Of This Action The descriptions concerning where this event took place are given below for the purpose of pinpointing the exact location. As will be seen later on, 'eight of the soldiers who died in this action (Colonel Vandeleur was buried in Pretoria) were buried at Ganger's Cottage (472) who was situated about 5 miles {8.05 kilometres} north of Waterval North. A monument with a brass plaque containing the names of the deceased was erected over the grave. The base of this monument had been removed to the Garden of Remembrance at Petronella at the time when the graves were exhumed and the remains of the soldiers reinterred at the latter location. Part 61

of the original plaque reads as follows: ".....the dynamiting of a troop train at this spot.....". Ganger's Cottage (472) being referred to as "this spot" was most probably the site or very near the site of the events of the 31st.

Descriptions of the site from various sources: ".....near Waterval, fifteen miles {24.14 kilometres} north of Pretoria....." ".....on the northem line between Waterval and Hammanskraal....." ".....Derailment effected in cutting....." ".....train to Pietersburg blown up and wrecked at kilo. 35....." ".....3 miles {4.83 km) north of Waterval North....." ".....between Waterval and Hammanskraal Stations.....The spot chosen for this attack was a deep cutting....." ".....between Waterval and Hammanskraal Stations.....a deep cutting....." ".....waar die spoorwege deur 'n diepe uitgrawing gaat....." ".....Soon after the 301t1 kilometre was reached, a cutting was entered, and at this moment a heavy explosion was heard away to the rear of the train..... For somewhere about a mile {1.61 kilometres} it ran on, until nearing another cutting....." ".....Hulle het 'n mooi plek ontdek, 'n ingrawing van ongeveer tien voet diep en taamlik lank....." ".....at a spot near Hammanskraal, where the rails pass through a cutting....." ".....near Waterval, in a low cutting....."

The Time ".....about 7 a.m....."

The Train As with the location of this event descriptions of this train taken from various sources are given below: ".....The train with its freight of soldiers, civilians, natives, horses, and merchandize....." ".....a mixed train, carrying supplies and passengers....." ".....the civilians on board the train numbered about twenty, while there were in addition a number of xxffxxs....." ".....Die trein - 'n gemengde goedere-militaire-persone en lewende hawe trein....." ".....The train was made up thus. First came three trucks laden with heavy logs, which it was hoped would explode any mine and so preserve the locomotive from injury. Next came the engine, and after it a water-tank, an armoured truck with the escort on board, and several other trucks filled with various supplies. At the end of the train were two carriages containing the passengers. These carriages were entered by means of platforms at the end of the coaches, and they were so arranged that their corridors were on different sides, thus rendering it impossible to pass down the train.

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Last of all came an armoured van in which rode a number of soldiers....."

The Escort 2 Officers and 45 men of the 2nd Battalion West Riding Regiment and details under Lieutenant-Colonel CFS Vandeleur (Irish Guards). Total about 60 in all.

The Boer Force About 20 men of the Transvaalse Vrywilligerskorps under Captain Oliver John "Jack" Hindon and Captain Henri Frederik Slegtkamp. Jack Hindon was joined by Commandant Groenewald with 100 men. A total of between 115 to 120 (from the Boksburg & Johannesburg Commandos}.

According to the Official History Hindon's men numbered 250.

Awaiting the arrival of the Train (No 4) They neared the track early in the morning while it was still dark and left their horses in the care of some Burghers about a thousand yards from the place. Two mines, prepared by Captain Henri Slegtkamp, were laid and the Burghers then took up position in a donga about 10 paces from the track. Jack Hindon and Slegtkamp each held a wire. Slegtkamp the first from the Pretoria side and Hindon the second.

Early on the morning of the 31st a Black, walking along the railway and apparently inspecting the rails, was taken prisoner by Paul Wemmer. This happened a short while before the arrival of the train from Pretoria.

The Action The train left Pretoria early on the morning of the 31st August 1901 somewhat later than the official starting time of 4 a.m. because of a little delay in getting off.

All went well and soon after the 30th kilometre was reached it entered a cutting. A heavy explosion was heard to the rear of the train. This explosion destroyed the line to the rear of the train. The train, however, went on for another mile {1.61 kilometres) when it neared another cutting. On entering this second cutting a mine was detonated and the rear part of the train left the rails while the engine with the three trucks in front of it remained upon the rails. The driver and the stoker then managed to escape unhurt.

The Boers then immediately opened fire on the train from the banks of the cutting.

Colonel Vandeleur, who was travelling in one of the carriages, went into the women's compartment where he ordered them to lie down to save their lives. He then left the carriage to go to his men and upon leaving it he was shot and killed 63

instantly. At the same instant a Mr Birso, an employee of the Cold Storage Company, was mortally wounded while Captain Ackworth and several men were hit. The rest of the officers rushed towards the armoured van to the rear of the train, but upon reaching it found that the door was stuck.

The fight, which lasted about 10 to 15 minutes, was brief and severe. On this occasion Henri Slegtkamp used hand-bombs made from condensed milk tins filled with dynamite and stones, and these were thrown under the trucks to dislodge the soldiers hiding there. He described the scene of the derailment in his memoirs: ".....Die waens het in 'n hopelose verwarring oormekaar gelê. Dooie perde het hier en daar uitgesteek. Party van hulle was platgedruk tussen die trokke en daar het lyke gelê wat heeltemal vermink was....." The Boers then helped themselves to what they could carry away. Some of the Boers also took personal luggage including some of the women's.

On the 5th September, a certain Burgher Bam who was present at the fight, joined his commando on the banks of the Olifants River in the Eastern Transvaal having ".....a new water-bottle, new cartridge belt, a Lee-Metford, and a felt hat belonging to the West Ridings....." Roland Schikkerling described him as ".....He looked as if he had been plucked from a Christmas tree. He brought out tinned dainties from time to time to strengthen our meagre meal....."

Preller noted that ".....Die buit was die moeite werd. Daar was 'n oorvloed van ammunisie, en ook 'n aansienlike hoeveelheid dinamiet. Buitendien was daar waans vol suiker, koffie, sout, tee en ander op-kommando erg nuttige voedingsmiddels.....en toen werd die meegebrengde pak-perde opgelaai met netsoveel als hul kon meevoer, maar hoofsakelik leemetford-patrone en dinamiet....."

Wilson recorded that ".....They secured a good amount of money; there was a sum of £600 of army funds on board the train, and from some of the passengers they obtained considerable amounts. One unfortunate British private was deprived of £40 of hard-earned savings....."

Lieutenant-Colonel Gardyne recorded what happened to one of the passengers as follows: ".....2nd Lieut. MacMillan of the Highlanders, a passenger on his way to join, was slightly wounded. All on board were robbed of money, watches, clothing, and boots. But MacMillan, while accepting the inevitable loss of boots and jacket, protested forcibly when his kilt was demanded and finally preserved his tartan and his decency....."

In another incident four Burghers found a case of money - said to contain 20000/which they looted, and then deserted their commando. Just after leaving the scene of the derailment and on their way to De Wagen Drift, Hindon was informed by Commandant Groenewald that one of the British officers alleged that an amount of £20000 was taken from the train by some of his (Hindon's) men.

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The very same night (night of the 31st), four Burghers of the Johannesburg Commando disappeared. They apparently later joined the commandos of General De la Rey. Captain Henri Slegtkamp recorded that a certain Major Thorald told Hindon about an amount of ÂŁ20000 on the train and insisted that Hindon immediately take possession of it. When they reached the safe they found that it was already blasted open with dynamite and the money gone. This incident was also recorded by Egbert Weeber who was absent at this fight.

Before leaving the scene of the battle the Boers set fire to the train whereupon they moved off in the direction of De Wagen Drift.

A construction train left Pretoria at about 12.45 p.m. and a hospital train immediately after to the scene of the derailment.

Boer Losses According to Preller the Boers suffered no casualties. A British source stated that one Burgher was accidentally slightly wounded.

On the 8th September 1901 Burgher Frederik L Rothmann received an "Oorlogsbericht" from the Commandant-General while on outpost duty at Lydenburg and in quoting from it mentions a Lieutenant Smit (Johannesburg Police) from Commandant Groenewald's Commando killed and two Burghers slightly wounded in this action. This information should, however, be treated with caution.

The Story Of Nurse Page's Wounding HW Wilson gives a graphic account of how Nurse Page was wounded. Although it may appear far-fetched and despite Wilson's reputation of being biased the fact remains that Nurse Page was wounded. She was also mentioned by Conan Doyle. In the extract from a letter, dd Ermelo, 17 September 1901 from Vice-President (Acting President) SW Burger to Captain OJ Hindon (reproduced further on in this) mention is made of the following complaint by Lord Kitchener namely: ".....Lord Kitchener het 'n klag gerig aan die Komdt.-genl. teen die gedrag van uw manne bij die neme van die trein te Hammanskraal. Hij stuur 'n beĂŤdigde verklaring, dat een van uw manne tweemaal met 'n revolver geskiet 't op 'n verpleegster met die naam van Cora Page....."

Wilson's account is therefore then reproduced here: ".....In the women's compartment meantime a horrible deed had been perpetrated, it would seem, as an act of revenge. A nurse named Jacoba Page was in this compartment with two Dutch ladies and several children. The children had been placed under the seats for security, and the women lay by them on the floor. A Boer came into the compartment and looked at the terrified group. As he looked, he seemed to recognise the girl Page. He said to her, "Don't you come from Woodbosch?" a farm near Pietersburg. She rose, confronted him, and answered that she did, whereupon he deliberately raised his rifle and fired at her, shooting her 65

in the leg, though fortunately without inflicting more than a flesh wound. She fell with the words that she was "done fo!", whereupon the ruffian fired at her again; though without hitting her. The terrified women in the compartment besought him to spare her, and one of them seized his rifle, preventing him from firing a third shot. They pleaded with him, and while they were pleading a man who seemed to be a leader came up, and ordered him to cease firing and to leave the women alone. The girl Page struggled to her feet, terror-stricken and made her way into another compartment, where she collapsed fainting....."

Train-Wrecking Criticised By The British & Complaints Regarding The Taking Of The Amount Of Money As Well As Women's Luggage On The 31st

Lord Kitchener’s criticism ".....Although it may be admitted that the mining of railways and the derailment of trains is in no way opposed to the customs of war where any definite object is in view, it is impossible to regard senseless and meaningless acts of this nature, which have no effect whatever on the general course of operations, as anything better than wanton murder....."

Reaction on Kitchener's complaints regarding the money taken from the safe on the 31st as well as the taking of women's luggage and the wounding of Nurse Page Extract from a letter, dd Ermelo, 17 September 1901 from Vice-President (Acting President) SW Burger to Captain OJ Hindon ".....Dit spijt mij om te vemeem dat die geld wat daar op die ontspoorde trein was, verdwijn is. U verwijs die geval naar die Komdt.-genl., maar U moet naar genl. Muller gaan, wiens plig 't is alles in sijn vermoe te doen om die diewe te ontdek.�

Lord Kitchener het 'n klag gerig aan die Komdt.-genl. teen die gedrag van uw manne bij die neme van die trein te Hammanskraal. Hij stuur 'n beeedigde verklaring, dat een van uw manne tweemaal met 'n revolver geskiet 't op 'n verpleegster met die naam van Cora Page.

Dit is derhalwe mijn begeerte dat U beedigde verklarings oor hierdie aangeleenheid moet inwin....."

Immediately upon receiving this letter Hindon held a krijgsraad where all the members of his corps who were present at the action were questioned under oath.

Nobody, however, did this or saw somebody doing it.

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Hindon, however, admitted that, against his orders, the luggage of the women on board the train "nie ge-eerbiedig werd nie" {translation: - not respected} .

The Boers Pursued After this affair the Boers went towards De Wagen Drift (453), situated about 19 miles {30.6 kilometres} east of where the derailment took place.

A column, operating near Hekpoort in the Moot, was sent by Major-General G Barton after them and consisted of the following: • 200 Mounted men • One company of Infantry (about 50 men), • 2 Guns Royal Horse Artillery • all under Lieutenant-Colonel F Hacket-Thompson (Cameron Highlanders).

They went from Hekpoort through Silkaat’s Nek and reached the scene of the derailment on the 1st September. At Waterval the trackers of Ross's Scouts joined the column. From here the column had a rapid trek east and reached the farm Boekenhoutskloof (384), situated about 7.5 miles {12.07 kilometres} west of De Wagen Drift (453) on the 2nd September. A deserted camp and a solitary Burgher, who was shot, was found there. In the camp the British found a great quantity of clothing, books, portmanteaus and whiskey bottles.

The next day (3rd September) the pursuit was resumed and the British encountered the Boers, who were by now joined by other commandos, in considerable numbers at De Wagen Drift (453). A sharp fight ensued and the Boers retreated towards Tweefontein (529), about 18 miles {29 kilometres} north-east of De Wagen Drift (453) leaving four dead on the field.

A running fight was carried on between De Wagen Drift (453) and Tweefontein (529) and beyond Tweefontein it was decided that it was not advisable for a small column to pursue. The British column accordingly marched back to Eerstefabrieken where they entrained for Pretoria. They were back at Waterval on the 8th of September.

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Some illustrations relevant to the above article These photographs were taken near Petronella next to the Pretoria – Pietersburg Railway, at the monument and graves of the British who died in the various attacks on the trains by the Boers - HBH

Somebody has tried to steal the brass plate – These men died on the 31st August 1901

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A loco of the Pretoria-Pietersburg Railway Company [Diagram adapted from Holland, DF: SAR Locomotive Diagrams 3’6’’ Gauge, p 7.]

Filler: Johan Botha – Gautrain

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A monument to the fallen Officers, W/O’s, NCO’s and Men Amateur railway historian Peter Greef from George in the Cape visited Pretoria recently and he invited Eric Samulels and myself to visit the grave of Lieut-Col 70

Seymour Vanderleur, DSO, who lies buried in the Church Street Grave Yard. We read the various accounts of the battle and visited the various graves etc.

The grave stone is not intact. On the left Eric Samuels and on the right Peter Greef.

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After the grave was cleaned we could read more! Peter Greef prepared notes on the various attacks by the Boers on the trains near Waterval. A photograph of Lt-Col Vandeleur appears on the cover of Peter’s booklet.

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Brian Molefe: CEO Transnet Politics Web reports: Brian Molefe new Transnet CEO: Malusi Gigaba - Mafika Mkwanazi - 16 February 2011. Former PIC boss takes over reins from Mafika Mkwanazi

Statement by Malusi Gigaba, Minister of Public Enterprises, February 16 2011: Announcement of Transnet Group Chief Executive It gives me great pleasure to announce that Cabinet today approved the appointment of Mr Brian Molefe as Group Chief Executive of Transnet, and as an ex officio member of the Transnet Board of Directors, with immediate effect. The appointment will be for a period of five years.

Transnet has been without a permanent Group Chief Executive for a considerable period, which is undesirable given its strategic importance to the South African economy. Mr Molefe's appointment strengthens the stability of the leadership of Transnet, and allows the company's primary focus to return to that of running a sustainable business, which provides economic benefit to our country, allowing us to achieve our objective of a Developmental 73

State, in particular, the plans to expand capacity in our rail ports and pipelines infrastructure, to meet the demands of our growing economy.

Mr Molefe brings a wealth of expertise to the portfolio, and his understanding of capital markets and asset management will be invaluable as the company moves forward with its massive infrastructure investment programme.

I am of the firm view that Mr Molefe's appointment will ensure that Transnet's contribution to the New Growth Path is fully realised. The filling of critical vacancies within the Group also remains a priority for the incoming CEO. This supports President Zuma's directive for government and state owned entities to fill vacant posts within a period of six months.

Following the appointment of the Board in December, and now the Group Chief Executive, our goal as shareholder to restore leadership stability to Transnet has been realised.

I would like to thank Mr Mafika Mkwanazi for his role in ensuring that the Board, within a short time after assuming office, has been able to conclude the process of interviewing and short listing candidates for appointment.

Thank you.

Letter to staff from Transnet chairman, Mafika Mkwanazi, February 16 2011: Appointment of the new GCE for Transnet On behalf of the Board of Directors, the executive committee and all our colleagues at Transnet, I'd like to congratulate Mr Brian Molefe on his appointment as the Group Chief Executive of Transnet. I'd like to take this opportunity to express our full support for Mr Molefe. I am sure that I have your good wishes at heart as well. Mr Molefe comes with a wealth of leadership experience in both the public and corporate sectors and we could not have wished for a better candidate. He was previously Chief Executive of the Public Investment Corporation and has held executive management positions in the National Treasury.

I would also like to thank the board for their sterling work in ensuring that we met the shareholder's tight deadlines for the process. It was not an easy task. It is quite heartening to note the calibre of individuals - hugely talented men and women who are keen to serve their country in this capacity.

As you know, this position has been vacant for a very long period of time. This has never been ideal, but I am sure we'll all agree that the former acting GCE, Mr Chris Wells, who had been tasked with the job, performed exceptionally well. It is now up to Mr Molefe to take this organisation to greater heights and fulfil - and hopefully exceed - the mandate of our sole shareholder.

As you are aware, I joined Transnet as a non-executive chairman in December last year. The Board then asked me to assume executive responsibilities whilst we were finalising this process. Now that it is done, I am going to begin the handover to Mr Molefe as soon as he assumes the role. Thereafter, I will revert back to my non-executive role.

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Thank you also to all of you for being so patient and supportive during this process. It has been very heartening.

Let's give Mr Molefe our full support!

Issued by Government Communications and Transnet respectively, February 16 2011 http://www.politicsweb.co.za/politicsweb/view/politicsweb/en/page72308?oid=22183 5&sn=Marketingweb+detail&pid=90389

Class 43 Diesel Electric Locomotives: Terry Hudson “The Mercury” The newly arrived Class 43’s have aroused much interest here and in the USA. Ferro-equine-ologists in South Africa have watched their landing in Durban and have reported on the pair’s travel to Pretoria. A friend in Durban, Jonathan Pittaway, saw this photograph in The Mercury and kindly forwarded the news item by Terry Hudson dated 26th January 2011.

• Does any reader have a diagram of the new locomotives?

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Harrismith in Peace and War: Bibi de Vos

Built in the NGR style Anglo-Boer War

1947: Royal Visit: Harrismith 76

Some pictures taken on 17 February 2011 @ Koedoespoort - HBH

CCP -11 63-612-550

CCP -11 63-612-569

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NZ 94-829-853

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Experimental Lubricator Car No 14825

DJ-2 26-497-972

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A Grand Old Lady of 103 Yrs old!

Built during 1908 by the CSAR

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Comments by Carlos Veiera I could not find her number and I knew Carlos would be interested in the ‘Old Lady’ and this is the fast responses from Carlos:

Carlos’ Response No 1 Hennie Here goes. You have solved my long mystery.

That coach you have there is one of four CSAR coaches that still exist today. Only shows that they did great work on these coaches.

Unfortunately I do not have their CSAR numbers but know their SAR numbers.

500 = Became at one time No 15070 a cinema training coach -probably showed safety films. This coach is now with Umgeni Steam Railway.

501= Became No 798 and is now at George. * 502 = Became No 56 private coach now in Cape Town. * 503 = Became No 15072 did same work as 15070. Now here is the crunch. She was used in the Pilot train in 1947 and was coupled next to No’s 244/298 “Kaaiman”.

She is the coach in your photo.

Here is the link to 500 at USR. http://www.umgenisteamrailway.co.za/Picture_Gallery_Coaches.php Here is 56 in Cape Town: http://rr-fallenflags.org/sar/sar00056akp.jpg Here is 798 in George: http://www.friendsoftherail.com/phpBB2/viewtopic.php?f=145&t=7867 Now let us get to the nitty gritty. If you look at your coach (see attachment) you will notice from your right to your left the second and third window are larger than others. See this also on No’s 56 and 798.

No 500 is at an angle you cannot see this clearly. These large windows are part of the lounge as these coaches were 1st class coaches and a small lounge at one end. The small one at the end is the balcony window. If you look at No 56 she is the only one 81

out of the four which has her original balcony.

So to go back from right side of your photo the end would have been a balcony then window closest would have been the balcony window (see No 56 again) and then the two large windows covered the small lounge.

This coach was unique for this so it is quite easy to spot her and know who she is.

I need to check my book on Dining cars as they cover this type of coach M4 of the CSAR. * I need to verify No’s 501 and 502’s info again. (I am too excited). The original coaches had balconies both ends. Just as a footnote. The CSAR built two of these for the CFM. I have diagrams for these coaches. I would not be surprised if they still exist today. One built by SAR in 1915 is still there.

Hennie, ek sê: “Baie dankie. Jy het my dag gemaak”.

Regards Carlos

[I squeezed the diagram in here – thanks Carlos]

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Carlos’ Response No 2 Hi Hennie Here are some more info on those coaches: 1. Their CSAR numbers are 20554 to 20557: 20554=500 20555=501 20556=502 20557=503 2. I was right No 501 became No 798. No 502 became No 56 in 1920 and was allocated to AGM Technical and was named "Orangia" 3. Originally CSAR M4 Became SAR C-12 at 1910.

4. In 1925 onwards to 1929 No’s 500/501/503 were observation coaches for Union Ltd/Express. After 1929 four coaches from Belgium took over and these still exist today as No’s 795,796,797 and private 7 which took carried Gen Smut's coffin.

5. I have a diagram of two same that CSAR built for CFM. Will try to scan these later in the evening otherwise tomorrow/Monday.

Regards

Carlos

Carlos ‘ response No 3 Hennie Another goodie for you: SAR built 1915 coach for CFM. It is a private coach with no number. I am sending drawing and photo for your next Gazette.

Look how good she looks.

Cheers, Carlos 83

CFM

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Wepener's Wayside Wanderings & Peregrinations: J & J Wepener Sightings for the Month February 2011 Hi all.

Skoonspruit We got orange 34 058 struggling back into Skoonspruit, several hours later she was still standing here, failed and without a crew...

Boskuil At Boskuil we got a southbound load of empty ore wagons behind blue E 10 037, SAR Maroon E 10 110, Spoornet red E 10 006 and SAR Maroon E 10 115. She was looped for a crossing with a northbound load of ore. This was behind SAR Maroon E 10 121, 1x orange and 2x blue 10E's, too fast to get the numbers. Friendly greetings from all the crews. Then near Grasslands a southbound load of Lime came past behind orange E 121x Cape Western and orange E 1447.

Whites At Whites we found light locos standing at the signals waiting to proceed to Kroonstad. Orange and maroon 6E's.

Theunissen Just north of Theunissen a short goods train headed towards Kroonstad behind 2x orange 6E's and an dead orange 36 class in tow. In Theunissen station we got a southbound load of containers behind blue and orange 6E's.

Barden Barden has an overgrown platform.

Sannaspos The station museum at Sannaspos seems to be no more, windows are broken and everything looks run down. The lever frame is still in the cabin. The track is nice and shiny. Just to the east of the station the overgrown remains of the Aliwal North line lie silent, rusting away. A 50Km/h speed restriction board still warns the non-existent trains. The points have been removed completely and we doubt that this line will ever open again... The line to Bethlehem is now on a higher level due to the new ballast.

Hard to believe that just a couple of years ago there still was a passenger train to Zastron. With a connecting mixed train to Aliwal North and back in time for the return passenger train to Bloemfontein.

Likhathlong and Sepane are just names and remains of uplifted loops.

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Thaba Nchu At Thaba Nchu we got a surprise, the old station is gone and a completely new one has been built with a new platform. The area is fenced off with palisade which is already vandalized. A blue roof is visible on the new ticket office. The passenger shelters still need to be covered or maybe it has disappeared already! We have heard rumors of Metrorail bringing in a service from Bloemfontein. [On phoning Operating Bloemfontein, it was confirmed that this was the case, but no date of introduction is known. The road is very busy]. Here we got a Bloemfontein bound train behind blue 35 248 and orange sister. All the side panels were open on both diesels, must be heat issues. This train must have come from Maseru as it had container trucks in the consist.

Whites The spoorbaan are busy uplifting rails in Whites yard. Near Whites we got the return working of the Wesselsbron pick-up behind orange 34 028. Just north of Virginia the Welgelee / Glen Harmony shunt came past working backside first to Kroonstad, up front was maroon 34 453.

Theunissen On arriving at Theunissen we found both up and down signals green. First to arrive was orange E 1329 and E 1440 OFS heading south light locos. Next was a special passenger train heading towards Johannesburg. This was behind maroon E 1318. The coaches were a mix of Shosholoza Meyl and Spoornet's blue and grey. The train was quite full in the third class section. There was no dining car on this train.

Whites Yet another diesel failure at Whites, the return working of the Bothaville pick-up, behind blue 34 093. The TCO told us a spare loco was being sent from Kroonstad - but that could take days!!

The diesels are not coping anymore this is the third failure we know of in two weeks.

Greetings.

J & J. Hi all.

The last batch of sightings Kalkvlakte SAR maroon E 1537 (with number plates) Kaap & SAR maroon E 1615 were on the Bloemfontein bound container train near Kalkvlakte.

Friedesheim 86

Orange 34 043 came through Friedesheim with a very late load of mielies heading into the Sandveld, this was due to locomotive failures all over the show.

Virginia Orange 34 058 headed through Virginia, light loco en-route to Kroonstad, the return working of the Welgelee pick-up. The amount of water flowing beneath the rail bridges at Virginia over the Sand River is quite impressive due to the Alleman's kraal dam over flowing.

Welkom At Welkom we got orange 34 028 working a load of empty timber trucks to Kroonstad running backside first. This was the return working of the Friedesheim timber shunt.

Leeudoringstad Just south of Leeudoringstad we got a northbound load of containers behind SAR maroon E 1612 & orange E xxxx. Near Makwassie orange E 1499 headed north with one sugar truck, now used for mielies.

Bloemhof Orange E 1211 Cape Western headed south through Bloemhof with a very short load of empty container trucks. While waiting for a northbound train at Bloemhof we noticed something interesting.

Trans Namib wagons On one of the loops we found silver painted FZ's and FP trucks, converted to convey mielies. On further investigation we saw these were Trans Namib wagons, waiting to be filled with export maize. The truck cards were all damaged due to the rain so no origin could be established.

A 110 wagon ore train sped past behind 6x 18E's, of blue and TFR liveries. The speed was too great to get any numbers; this stays an awe inspiring sight... As usual all the crews greeted us friendly.

Algoa and Amatola Between Kroonstad and Hennenman we got both the Algoa and Amatola running not too late and within minutes of each other. A single orange 6E on each train, strangely neither had dining cars on them?

Greetings, J & J

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The Wepner Photo-report

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89

90

“Man I can smell the Free State and those Mielies!” - HBH

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Thank you J & J!

Electronic Postbag - Vonkpos Hi Hennie, 92

Dankie vir die pragtige Spoorwegnuusblad as ‘n oud- en voormalige spoorwegpolisieman geniet ek dit vreeslik.

Wat moet ek doen om die nuusblad gereeld te ontvang en om ook die voriges te bekom?

Baie dankie.

Callie van Eck

Manager – Risk; Metro Rail Dries van der Merwe: Hier is 'n ander foto van die Bloutrein, hier kan die kabel van die CCTV kamera duideliker gesien word, waar die passasiers in die trein kan sien waar die trein ry. (Foto: Jacque Wepener) Groete, Dries

Rudi Venter sent is some pictures of the damage in Queenland

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94

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Rudi Venter: Floods Vaal River

Dries van der Merwe: SAFETY precautions at the Depot

Eish! Face deleted to protect identity!

Die Ou Spoorweg – The Old Railways: J Wepener 96

Writing the last Matric paper on Friday 16th December, 19632. I reported for duty on Monday 19th December, 1963 to the Goods and Passenger Superintendent, Mr. Knight at Germiston. He took me to meet Mr. Mendel the Clerk-In-Charge of the ground level Parcels Office. Here Messieurs. Vorster and Campbell were also introduced, both to be my mentors. Vorster a young - but nice chap, Campbell much older and also very friendly.

One normally had to get a bit of basic Parcels, Goods, Booking and Ticket Office experience before going to the Railway College to receive instruction in the Goods and Passenger Accounting procedures, including the Goods Bureau [Recently introduced to speed up the Goods accounting system, installed by IBM]. The Parcels, Passenger and Goods sections of the then massive RTS section were also included. Plus the Trains Operating course, from Wooden Staff, Telegraph Orders, van Schoor, [Automatic/Semi-Automatic], Colour Lights and later CTC. It did not take too long to get used to the routine in this office. Here one was introduced to Dave's boxes upon boxes of day old chicks coming in from the Delmas area on a daily early morning train. The small blue tractor pulling a string of flat platform tractors. This gave at first to a City kid a new sound of thousands of chirping chicks, which soon got one down. On arrival of these chicks, one had to phone the consignee to come and collect them, [In those days we had a "9" facility on the counter, SAR telephone, which enabled us to obtain a GPO line, without having to go through the local SAR exchange. With the "Tannies" always asking if it is a private call? Others were sent out post haste by the Departmental Cartage truck, which had been asked to be ready to load the boxes. Green "Bantam" haulers with closed type trailers, later the large yellow "Bedford" arrived. It was a great relief to be rid of these little noisy creatures.

One had to work two shifts 6.00am - 2/00pm and 2/00pm - 10/00pm. The morning shift was very busy, with all the parcels to be delivered at the counter or loaded onto the Cartage vehicles. These parcels having come in during the early morning hours.

Around tea break, which was normally snatched between delivery or receipt of parcels and luggage, a lovely hot pie with gravy and small glass bottle of "Coke" bought for 10c was gulped down, one of the labourers having taken orders from all the hungry staff. The "Tante" at the platform Station Cafe, phoned to place the order.

[Often with a joking comment "Julle VREET net, wanneer werk julle lot?". [You just eat, when do you lot work?]. Work we certainly did. The washed and empty plates bottles being returned, no deposits having being paid. [Have an idea William was our regular chap getting and returning these items].

2

Is the date a typo error?

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Including normal chores at the counter, we wrote out delivery notes, documented all received unentered consignments, checked the weight of randomly selected parcels, checked all received paid waybills and all to pay forwarded waybills. At the larger parcels offices a "NCR" cash register was used to print paid impressions and progressive numbers on waybills. All small stations used Parcel Stamps pasted on the waybills. If a Station Master had been late in sending in his six monthly parcels stamp order or if the Railway printing works, below Jeppe station's platforms were late with delivery of his order. One often received a waybill pasted both front and back with lower domination stamps, quite a job to paste, cancel with station date stamp and check that the correct amount had been used. Machine impression/parcel stamps were proof of payment of railage charges, to pay waybills had to be paid for at the receiving station. Perishables had to be PRE-PAID. Rates according to weight at 1/2 or 2/3 parcels rates. These items had to be delivered/collected within 2 hours of arrival. After this period a impromptu auction was held among station staff by a high ranking official. Firstly the railage had to be recouped for reimbursement and any amount above that was paid into the central claims fund, held at all System Manager's Offices. One had to complete over charge/under charge vouchers. Handle I & C reports [Irregularity and Claims]. Help the Office Assistants/Messengers with filing/binding of month end packs of received/forwarded documents. Answer Way Bill Queries. [When a station did its month end balances and filing. Any number missing on waybills had be to be queried. One would then send a certified copy [Luckily there was a very large rubber stamp which left an impression, to certify that "This is a true and correct copy of ........which was fully machine imprinted/parcels stamps attached......for R...] The clerk-in-charge having the necessary signing authority, the S A R Police not needed. Numbers not used were indicated as "Not Issued". The Income Auditors loved to check this aspect of the accounting system.

Plus a daily deluge of public counter/telephonic parcel rates quotes and answering hundreds of memos received from stations in regard to late/part lot/missing/damaged consignments and other problems. [SAR & H staff will well remember the small sized G27, larger sized G28 memo, G32 acknowledgment and a nasty one the very small G32a reminder pads]. On receiving a G32a the official opening the daily canvas post bag, would place them on one side and make it a priority to investigate, as to why there was a delay in answering these particular correspondence items. Most came from the System Manager's Office. Some with RED URGENT G22 tags pasted on them.

In the late afternoons most companies sent their last orders [Particularly motor spare parts], to the parcels office for forwarding by the many passenger trains going East, West, North, South and over the borders. This period was hectic together with lots of luggage of passengers. Including many bi-cycles. [These went at normal parcels rate plus 50%, being considered bulky in proportion to weight, no free luggage allowance allowed]. The free luggage allowance only allowed on Personal Effects, luggage 98

waybills being marked just P/E to hasten helping the long queues of intending passengers. [1st class 100lbs, 2nd class 75lbs, 3rd class 50lbs, free luggage allowance].

All tickets were stamped on the reverse side with a small rubber stamp. "Free luggage allowance used"/"Vry bagasie toelae gebruik". Here labourers helped immensely, weighing the items before hand, handing the passenger a small slip of paper with weight on, another would attach the black free luggage number and station destination stickers to the luggage. Red stickers for excess luggage [Luggage over free allowance], a third person would stamp reverse side of the passengers ticket.

At least with a busy day, ones shift passed by very quickly. On smaller stations with few or sometimes only one/two trains a day, the small staff complement and Station Master had it quite easy, with visits from local folk/farmers often with some free fruit/vegetables. No wonder they could have such smart station gardens. However these stations were a buzz of activity when the RTS bus arrived with goods/passengers, then the local train arrived, after the departure of both train and RTS bus, all returned to a sublime peacefulness at the station. This never happening at a city station.

The person who had signed for the "Petty cash" varying from R10 to R100 depending on number of public being served, that morning or afternoon, had to complete a daily balance. Helped by other staff on duty. All on duty worked the cash draw to speed up service. Any shortages shared amongst the staff in question. When cashed up the S A R Policeman, who would always come around before 2/00pm and 10/00pm would escort him/her to the booking office, where all the stations daily cash takings were placed in their large "Milner" safes. [Goods, Booking, Cartage, Parcel Office staff, even Catering ladies would be escorted with Railway cash]. S A R Police equipped with large chromed .45 revolvers in shiny leather holsters.

One never thought that the parcels stamps would disappear in the late eighties, with the formation of "PX" and it accompanying computer based accounting/payment systems. I should have gone to one of the then many open smaller stations and purchased a set of these parcels stamps, which would have been reflected in the stations cash sales only, with no waybill being issued, there would have been no missing number hence no query from another station. These stamps were printed as follows; 1c, 5c 10c, 20c, 50c, R1, R5, R10. SAS/SAR embossed, over a pattern, each denomination in another colour..

I can remember well one afternoon, during the December 1963 holidays, when an elderly gentleman, in a suit and tie, arrived with a porter and barrow, with some luggage for the "Trans Natal" van. Handing in a 1st class free pass*, one immediately got the idea of his status. [His age, dress and 1st class free pass, giving it all away, as being an important SAR official]. On helping him in a prompt and smart manner, off 99

went the porter. This gentleman, taking hold of my right hand and giving me a shiny 50c coin, saying: "Baie dankie". My first tip [50c was five days lunches]. Porter saying "Hy is 'n grootkop" [He is an important person].

Our salary then was R75pm increasing to R100pm on handing in ones matric certificate, which took a while. My first full salary at the end of January, 1964 was R54 plus a few cents. R20 and a few cents deducted, for PAYE, Pension, Sick Fund, Guarantee Fund [All staff working with cash had this deducted as a insurance against very large cash shortages] and "Salstaff" The staff association for all salaried members. Staff representatives getting hold of one on the first or second day at work, the older employees backing them up and the new entrant signing the necessary stop order for 10c.

Other early deductions were for "SASSAR" magazine and "The Railway Messenger""Die Spoorweg Bode" and "ATKV" [Afrikaanse Taal en Kultuur Vereeniging - still going with holiday resorts at Uvongo, Warmbad, Rawsonville and Hartenbos], then all at very small monthly subscriptions.

[At the beginning of 2010, I received the last "Railway Messenger" after 90 years of publication. Due to the staff establishment of 265,000 in the 20th century to less than 70,000 today, members subscriptions dropped dramatically and costs of the "Railway Messenger" staff and printing the booklet could be no longer be met].

Group "A" - Salstaff, Group "B" - Artisan staff, Group "C" - Running staff,, Group "D" - Shunting staff, Group "E" - Goods shed/Cartage/RTS staff, Group F - Miscellaneous grades staff. Blatu was the SAR & H black staff union, later SARHWU was also recognized. Many hours of working time were lost with Union meetings taking place during business hours. *1st class Tickets/Free Passes/Service Passes/Scholars Passes were WHITE, 2nd class PINK and 3rd class GREEN. Even PTO application forms in the same colours, except monthly season tickets PTO application forms 1/2 Price YELLOW and 1/4 price BLUE, for 1st, 2nd and 3rd class white with GREEN top bottom strips.

Getting to work in the mornings was no problem taking a Pretoria/ Springs/Vereeniging bound suburban to Germiston, there were plenty of them. At night it was a bit of a problem, having to wait for a train, there being few at 10/00pm.

Fortunately a Station Inspector had seen me on a few occasions and asked where I was going. On hearing to Johannesburg and also being informed that I worked in the parcels office, he advised me always to wait on platform 2. [Platform 1 a dead end for Union/Alberton/Booysens trains]. On platform 1 an Empty Suburban Rolling Stock train would go through just after 10/00pm. It always stopped for all the other Railway staff on their way to Braamfontein/Johannesburg. This was a nonstop and fast trip. A very short stop to alight at Johannesburg and a quick dash to Joubert or 100

Eloff streets, to catch one of the last diesel/trolley busses to Yeoville, got me home in no time at all.

THAT WAS THE GOOD OLD SAR & H, with proud hard working staff, going that bit further, to keep the wheels running smoothly, trains on time and keeping the general public content.

Good old greetings, John and Jacque Wepener

Carlos Vieira Dag Oom, I have a nice little surprise for you. The photos I am sending have on their titles their description.

I want to call to your attention lot 2 (photo 1) which has a Hospital train in Colenso with a flat roof coach which these were common in CGR especially this length. As you know NZASM did use some.

Picture below reads "Signal apparatus of HMS Forte and used nightly to communicate with Ladysmith".

On lot 3 Photo 1 the famous "Hairy Mary" or "Havelock" first loco built in SA by NGR. I have a feeling that I have made your day!

Groete, Carlos Dear Carlos – thank you very much, you made my day! We will place your photo on a regular basis. Thank you for your passion regarding our Railways!

Piet Venter Greetings Thank

you

for

the

fantastic

3rd

edition,

I

read

some

on

the

Issuu webpage. Enjoyed the NZASM bridge at Voortrekker Monument article, I want to see this.

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Is it possible to make this edition downloadable?

Good luck and keep the memories coming.

Piet Venter Dear Piet, I tried to send you the edition by email, however it was too large for your service provider. We have to make a plan! - H

Vonkpos Nr 2 Dagsê Hennie.

Ek was Donderdag by 'n ontsporing in die Hercules erf gewees en het by "Friends of the Rail" 'n ou lokale trein motorwa gesien. Ek wil kyk of ek foto’s kan neem.

Piet Venter Here

are

some

pictures

of

the

motor

wagon

at

Friends

of

the

Rail Hermanstad – Piet Venter

No 5070

Thank you very much Piet!

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E219 - E220: Bellville: Drywer VC Saayman

Bellville: E219 & E220 on 8 April 19533: George James, Jim Pepper & Cowboy Matthee

23 April 19534, Bellville Die bekendstelling van die 3KV DC na Hugenot. Die foto is geneem deur A Zimmerman, destyds verbonde aan Cape Argus of Cape Times.

Die geleentheid: Die indiensname van die 3 000V gelykstroom bo-baankrag van Bellville na Hugenot. ‘n feestrein wat gereël is deur die SA Spoorweë. Blykbaar is of was die krag ook al voltooi/aangeskakel na verdere stasies tot en met Worcester vir eers, feite hieroor is moeilik bekombaar.

Die eklektiese lokomotiewe se gegewens is nog ‘n groter vraagstuk: een van die klas 4E’s is bo alle twyfel E219 – alles dui daarop dat die ander E220 kan wees; weereens ontbreek die feite.

3 4

Datum op die foto.

Datum vermeld in verslag verskil van datum op foto (afgesny).

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Nalv die feit dat die spoorweë geneig was om ‘n volgende op die lys-patroon te volg, blyk dit dat die twee susters was (of miskien kon wees).

Personeel aan boord is vlnr drywer George “Lord Haw-Haw” James, Lokoinspekteur James “Jim” Pepper en assistent JW ‘Cowboy” Matthee.

Drywer James is later ernstig beseer in ‘n ongeluk met E239 by Hexrivier tydens ‘n botsing wat veroorsaak is deur ‘n 15F stoomdrywer en ‘n stasievoorman; ‘n ongeluk wat nooit moes gebeur het nie!

Loko-insp Pepper was bekend dat hy altyd ‘n “Western paperback” of twee by hom gehad het; iets wat destyds baie gewild was en deesdae onbekend is.

Ass JW Matthee is die enigste oorlewende lid van die bemanning en bly vandag “êrens in die Transvaal by sy dogter.” JW was baie netjies en ‘n ‘regimental-type’ weermag-sersant model, altyd met ‘n das en hoed, kompleet met ‘n swart lyfband en “pearl handle Colt .45” vasgebind aan sy regterbeen.

Hy het die titel “Cowboy” verkies want hy was baie sensitief oor die gebruik van sy naam “Joachim”. Hy kon ‘n pistool hanteer!

Die trein was gelaai met oa BBP-spoorwegmense en lede van die Nasionale Party.

Twee eenhede is gebruik vir die feestrein, blykbaar het die tweede 4E maar net saamgetrek as ‘n spaar. Die eenhede staan in wat lyk soos die destydse platform 2.

Let op die pragtige ontwerpte kop-bord (waar sou dit vandag wees?) Die ou voerbrug, die belaglike skuilings wat vandag nog staan, op die agtergrond perron 4 en LW die isolators in die lugdraad bokant die lokomotiewe. Blykbaar om 3 KV noord te skei van 1,5 KV suid. Interessant die swaar dubbelkaats pantograwe; waarom die agterste 4E dood is, is nie duidelik nie, miskien te wyte aan verskille in kragspanning.

Die “Mambas” is groen met eksperimentele geel strepe, let op dat vorige ontwerpe en lyne uitgevee of uitgeverf is – blykbaar met ‘n PVA-tipe kleursel. Die strepe is natuurlik daarna verander na die kat-snor -strepe voor die gesig en nog veel later, groen met drie ‘triple’ merke.

Baie is bespiegel oor die 4E’s van destydse oorspronklike depots en indienslewering.

Tydens die foto van April 1953 is dit duidelik dat al 40 4E’s nog nie eens gebou is nie. Hoeveel in Natal en Johannesburg was, is ook nie bekend nie.

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No E247 was glo beslis in Braamfontein en of die 4E’s in volgorde na SRX gestuur is, weet ons ook nie; ook nie of al die eenhede al die kleurskemas gedra het nie. Wat egter duidelik is, die 4E’s is gebou vir die Wes-Kaap se toekomstige tonnels, juis is die eenhede toegerus met vakuum-kontroles wat ingeval van kragonderbrekings op 110V batterye kan loop, afdraand uit ‘n tonnel met trein en al. Die tonnels het nooit (of te laat) vir hulle gekom, slegs no E258 (nee E228) vir die opening van Hexton, April 1989; 1 op 66-helling. Omdat die krag nie in 1952 gereed was vir die 4E’s in Kaapland, moes hulle eers in Natal gaan litte losmaak. Selfs na 1953 kon die lokomotiewe nie suid van Soetendal in ‘terugvoering’ (Regen) ry nie. So met ‘n ‘dual’ vrag van 1150 ton x 100 asse of 695 x 74 enkel, moes hulle maar op oeroue hellings van 1 op 40 (CGR); selfs 1 op 38 by Tonnel maar aanswoeg op skerp draaie wat nooit aangepas is nie, baie steiler en skerper as Natal. Indien hul rame moes kraak het dit op Matroosberg gebeur en nie op Majuba nie!

Drywer VC Saayman • Baie dankie Drywer – lekker om van die “ou” dae te hoor! Saluut! - HBH

Alex Faria: S Meyl from Cape Town to Krugersdorp return Arrival at Krugersdorp 3 February 2011

Krugersdorp Station buildt in the time of Pres SJP Kruger One is quite safe at this station courtesy SAPS & Security.

South African Police Service; Railway Police: Krugersdorp

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A goods from the west

Nearly 150 min late – but still lekker! Alex being met

by Peter!

Departure 8 February 2011

FKJ-3 79-529-186 : “Ammonium Nitraat” In the background the Krugersdorp Abattoir built 1935

OLJ-5 79-529-186

BDS 22208 a BR truck endorsed “PPY

Two 6E1’s at Krugersdorp (The front one, E1445, is

Slurry PPY”

from Newcastle) – they were waiting for Rovos Rail, to take her to Pretoria.

Sorry no loco in S Meyl liverey!

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The fire telephone is missing - but the box is neatly painted – note the beautiful and interesting carving (left) above the door at Kurgersdorp station.

Alex saying “Totsiens”.

We have found Krugersdorp a much better destination than Johannesburg, especially for visitors to Pretoria and from Pretoria.

Conclusion / Slot

Please send in your old photographs and old ‘railway’ stories – anything about our Railways!

Next issue sometime in March 2011.

Greetings!

Groete!

Hennie Heymans – Pretoria, ZA. © 2011 heymanshb@gmail.com

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