The Port Elizabeth Suburban Service (2) by C P Lewis and a host of others ©

Please note: All photographs, maps and text in Soul of a Railway are protected by copyright and may not be copied or reproduced in any way for further use without prior permission in writing from the compilers of this series, Les Pivnic and Charlie Lewis. There are several contributors not mentioned in Part 1, without whose input Part 2 would not be possible. Many thanks to the following, in alphabetical order:

Alan Buttrum (photos), Bruce Brinkman (compilation of the timetables, and photos), John Carter (photos), Andrew Deacon (layout formatting), Rollo Dickson (correct information about the busses in photo 119), Geoff Hall (photos), Malcolm Holdsworth (photos), John Hunt (photos), Robert Kingsford-Smith (photos, including those by the late George Bambery), Bob Koch (photos), Alfred Luft (custodian of the Harald Navé photographs), Dick Manton (photos), Bruno Martin (maps), Yolanda Meyer (historical information), Peter Odell, photos, logs operating information and crew identities), Leith Paxton (photos, historical details and numerous text corrections), Lionel Penning (timetable info), Les Pivnic (advice and numerous text corrections), David Rodgers (photos), Mark Ruddy (crew names), Ken Stewart (photos), Peter Stow (photos, text corrections and historical details of the coaching stock), Mike Tyack (photos), David Veltom (logs, timings and train operating information).

Les and I are often the main contributors but as you will see, this time around the chapter is mostly due to the abovementioned, to whom we are extremely grateful.

Our introductory picture is shurely the mother and father of sunset/glint/reflection train photos. Its author deserves the Masterphotter's Medal, a Nobel Prize and new gumboots.

Only one criticism which has nothing to do with the photographer: the monstrous stove-pipe chimney with which all our steam engines were afflicted in the last years of their lives and which you will see plenty of in the coming pages. If the man who devised it had combined it with Lempor nozzles and a deep petticoat it would just about have justified this hideousity, but I don't think that ever was the intention. Instead it was merely a way of adding to the expense of maintaining steam power thereby justifying their rapider withdrawal (OK OK).

To continue what this chapter is mainly concerned with: there is not much scenery between Port Elizabeth and Uitenhage, hence the preponderance of pond pictures (sorry) from around Swartkops. Most are runners up for the Nobel Prize so it was that hard to decide which of your generous submissions to leave out.

Bruno's map shows a station not mentioned in Part 1: Cuyler Manor. It is actually a halt but nowadays it exists entirely for railwaymen who are employed at Cuyler Manor Workshops, which were built to replace the old facilites in Uitenhage. First phase of Cuyler Manor was completed c 1977 and by the end of the eighties the move had been completed.

Before we go on, we have to complete Peter Stow's summary of SAR's suburban coach policy at Port Elizabeth, this part conveniently commencing in 1971.

"Suburban Coaching Stock Used on the PE Service, 1971-1981

The 1970’s Operation:

Second class was abolished on the PE suburban service in 1971 and all second class coaches and any second class portion of composite coaches were stencilled first class with no upgrade. These coaches were then reclassified but retained their original numbers.

The service, as reflected in the WTB of 6 December 1971, operated with 5 Uitenhage sets, sets 1 to 3 of 11 coaches and sets 4 to 5 of 10 coaches, and 4 Bombela sets numbered BB1 to BB4, 3 being of 8 coaches and one of 9. The least used sets were as follows: During the week, first class only Uitenhage set 4 worked train 217, the 07:01 from Uitenhage, and returned in the evening as train 272 at 17h36 from PE. Likewise third class set BB4 worked train 250 at 04:22 empty coaches to Uitenhage, returning from Uitenhage at 07:37 as train 235. It left PE again as train 254 at 17:15, returning empty coaches to PE as train 239 at 19:50. This set did as much mileage empty as it did carrying passengers. It is not clear as to why it could not stand overnight at Uitenhage unless there was a space issue. One would hardly call this sweating ones assets but this was unfortunately the very nature of a commuter service.

Set BB1 was the most active in terms of trains worked and, if the abovementioned WTB is to be believed, this set undertook one trip to Uitenhage, two to Swartkops and 8 to New Brighton each weekday, with a three minute turn-around from the arrival in PE as train 263 at 16:34 to departure as train 270 at 16:37 (is this possible?). Thirteen Sydenham and two Uitenhage engines were involved in this service.

According to the WTB of 3 December 1973, Uitenhage set 4, which still only did one return trip a day, was no longer first class only and this was probably the reason for set BB4 being withdrawn. Uitenhage sets 1-4 were 11 coaches while set 5 was 9 coaches. BB sets 1-3 were still 8 coaches each.

For the rest of the 70’s, although the number of sets remained constant, the ratio of firsts to thirds continued to differ on each set, no doubt tailored for the service planned."

1. For almost a century this simple but effective manually served board at the end of platforms 1&2 displayed the departures and arrivals. Note the departure time of the last train to Uitenhage, handy for those who wanted to have an evening out in "die Baai" as Uitenhage residents preferred to call PE. Beneath the main board, noticeboards advising long-distance passengers of their compartment numbers. This was the source of those white cardboard slips one used to see clipped to the posts separating compartments, just above the cantrail.

Through the sixties, up to and including the December 1972 timetable which was in force until August 1973, the number of trains/day held steady at 36/37. However, come August a disturbing portent was the axing of nine trains/day with minimum warning. This marked the beginning of a downward spiral that continued until most the service was scrapped and only a skeleton remained - mainly for railwaymen who commuted from Uitenhage, Despatch and New Brighton.

Before that downward spiral began, the steam running on this section could be quite exhilarating, as the following notes by Peter Odell (retired SAR driver, and fireman on the Port Elizabeth - Uitenhage service during 1973/74) and David Veltom, who has made it his field of interest to record steam performance from around the world. Peter writes:

"From 9/5/1973 until 30/06/1976 plus 3 or 4 days in 4/79 & 8/82 I travelled on and timed the PE suburbans. This was done in the old way [no GPS] of using stopwatch and Km posts plus rail joints on critical sections giving short speed bursts. There are records of some 148 runs on the PE-Uitenhage section and some 37 to New Brighton/Swartkops. Similar total of inbound workings. I amassed some 8956 Km of haulage by the 14 pacifics [790/791/792/800/802/807/808/809/810/817/825/834/837/839] allocated to Sydenham for these duties, alas none of them reaching the magical 1600Km [1,000 miles] with #810 at 1325.4Km just beating 790 “Katinka” at 1319Km. Class 16R/16CR predominated until mid/late 1975 when 15AR became more prominent alongside class 24’s. By this time all trains were booked to stop at all intermediate stations, the notable exception being 297, the 6 days/week, request stop only, 23.55 “goods with passenger coaches” from Uitenhage. This became a hot favourite on Sunday nights when no freight traffic was attached, and crews were eager to get home as no more Sunday time could be made.

The route is predominantly flat with undulations [gradients of 1:170- 1:185] between Redhouse and Despatch. The exception was the climb in both directions to New Brighton both approaches including about 1km of 1:85.

I will first attempt to list BEST point to point timings over each section. Note that this was just at the time when SAR metricated distances, so while all the distances I list below are in kilometres, speeds are in miles per hour to conform with SoAR policy."

BEST UP TIMES:

PE-NORTH END 2.065km Schedule 3mins 30 seconds

3min 14 seconds on 10 bogies 9/1/74 #839 Joe Grobler

NORTH END-SYDENHAM 2.592km Schedule 4 mins

3min 14 seconds on 9 bogies 12/9/73 max 44.25mph #3695 J Grobler

3min 32 seconds on 11 bogies 1/9/73 max 43mph #802 J Grobler

SYDENHAM-NEW BRIGHTON 2.790km Schedule 4 mins

3min 24 seconds on 9 bogies 5/9/73 max 44.5mph #790 Paul v d Mescht

3min 33 seconds on 11 bogies 27/8/73 max 39.5mph #810 Jack Arnold

NEW BRIGHTON-SWARTKOPS 3.677km Schedule 4min 30 seconds

4min 17 seconds on 10 bogies 16/4/79 max 49mph #1804

4min 23seconds on 11bogies 1/9/73 max 44.5mph #1855

SWARTKOPS-REDHOUSE 4.423km Schedule 5 mins

4min 38 seconds on 11 bogies 6/9/73 max 53.75mph #790 P v d Mescht

REDHOUSE-PERSEVERANCE 5.199km Schedule 5 mins

5min 02 seconds on 9 bogies 5/9/73 max 57.25mph #790 P v d Mescht

5min 05 seconds on 11 bogies 9/5/74 max 55mph #1799 [1]

5min 07 seconds on 11 bogies 1/9/73 max 52.75mph #802

PERSEVERANCE-DESPATCH 5.094km Schedule 6 mins

5min 14 seconds on 6 bogies 14/4/74 max 53.25mph #790 P v d Mescht

5min 25 seconds on 11 bogies 9/5/74 max 51mph #1799 [1]

DESPATCH-DE MIST 5.190km Schedule 6 mins 30 seconds

5min 13 seconds on 6 bogies 14/4/74 max 50.25mph #790 P v d Mescht

5 min 27 seconds on 11 30/8/73 max 50.5mph #800 J Grobler

DE MIST-UITENHAGE 1.803km Schedule 4 mins

3min 08 seconds on 8 bogies 9/9/73 #1799

3min 11 seconds on 11 bogies 8/9/73 #810 J Arnold

BEST DOWN TIMES:

UITENHAGE-DE MIST 1.803km Schedule 3 mins 30 seconds

2min 38 seconds on 11 bogies 1/9/73 max 39mph #817

DE MIST-DESPATCH 5.190km Schedule 6 mins 30 seconds

5min27 seconds on 11 bogies 1/9/73 max 47.5mph #802

DESPATCH-PERSEVERANCE 5.094km Schedule 5 mins 30 seconds

4min 51 seconds on 8 bogies 28/4/74 max 59.25mph #790 P v d Mescht

4min 53 seconds on 9 bogies 5/9/73 max 59mph #790 P v d Mescht

5min 04 seconds on 9 bogies 20/10/74 max 60.25mph # 810 J Nel

5min 05 seconds on 11 bogies 18/5/73 max 57mph #800 J Grobler

5min 05 seconds on 11 bogies 4/9/73 max 57.25mph #790 P v d Mescht

5min 19 seconds on 8 bogies 31/3/74 max 61.25mph #790 P v d Mescht [included to show my record maximum betw PERSEVERANCE & DESPATCH]

REDHOUSE 5.199km Schedule 5 mins

4min 52 seconds on 8 bogies 31/3/74 max 56.5mph #802 J Grobler

4min 55 seconds on 11 bogies 22/2/75 max 56mph #1806 J Grobler [2]

REDHOUSE-SWARTKOPS 4.423km Schedule 5 mins

4min 43 seconds on 8 bogies 2/9/73 max 50.25mph #808 P v d Mescht

4min 50 seconds on 11 bogies 8/9/73 max 49.5mph #790 P v d Mescht

SWARTKOPS-NEW BRIGHTON 3.677km Schedule 4 mins 30 seconds

3mins 57 seconds on 8 bogies 31/3/74 max 48.5mph #802 J Grobler

4min 13 seconds on 11 bogies 30/3/74 max 45.75mph #802

NEW BRIGHTON –SYDENHAM 2.790km Schedule 4 mins

3min 13 seconds on 11 bogies 22/2/75 max 49mph #1806 J Grobler [2]

SYDENHAM-NORTH END 2.592km Schedule 4 mins

3min 10 seconds on 11 bogies 13/6/75 max 47mph #800 J J De Vries

NORTH END-P E 2.065km Schedule 3 mins 30 seconds

3min 02 seconds on 11 bogies 13/6/75 max 36.5mph #800 J J De Vries

Notes:

[1] timed by David J Veltom

[2] timed by Andrew Smith

I'll leave it to someone else to take these point to point times/distances and work out the fastest start to stop average speeds!

NON STOP Sunday midnight fun on 297-down. This 23.55 departure from Uitenhage was booked 51 minutes to P E with 7 intermediate 'request' stops, but as a 'mixed' conveyed no freight on Sundays and was usually only 'requested' to stop at Sydenham to allow Bennie Pienaar SAR hostel resident train timers to alight……………..

31/3/74 #790 P v d Mescht load 6 bogies 164.4tonnes tare

Despatch 0.0 passed at 4mph

Km post 172.5 1.50 48/60

Perseverance 4.27 45

Km post 178 5.48 52/55.25

Redhouse 8.18 43.5

Km post 183 9.26 58.25

Swartkops 12.00 [est] 26

Km post 1.5 13.40 47

New Brighton 15.29 39.5/52.5

Sydenham 18.10 [for 21.183km]

note 58 & 60 mph running and tablet changing in the dead of night at 43 & 45mph………….

Another run 1/1/75 #810 Nel/stoker G Hall* load 7, ran 21.709km Uitenhage - Swartkops start to stop in 22.02 rather more sedately but with a 59.25 max before Perseverance.

* Yes, this is our photographer Geoffrey!

SOME INTERESTING NOTES, SPEEDS AND COMMENTS:

1] On the evening of 16/5/73 #808 (driver unrecorded), was on 7-bogie Bombela shuttles to New Brighton. On both the 20.40 and 21.30 departures the 2.790km was run in 3.39 and 3.38 with high speeds of 49.5 and 49.49 achieved - presumably around Post 5 before hitting the 1:85.

2] On 31/10/73 Joe Grobler on #800 with 11 on hit a record 52 in that short 2.790km section!

3] There are 2 separate records of Class 24 reaching 56mph, both with #3665 and both with Paul v d Mescht: 3/11/73, Perseverance-Redhouse, 8 on, 56.5mph and 30/3/74, Redhouse-Perseverance, 11 on, 56.25mph

4] 14 logs exist of Odell firing, alas only on classes 24 and 15AR and best left undocumented.

5] And how about the first GMA test run out of Sydenham? On 29/8/73 newly arrived #4118 worked train 306-up, 10.00 New Brighton yard - Klipplaat. Load: water tanker, 9 x loaded coal DZ’s,1 refrigerator wagon & van. Approx 650 tonnes gross for 48 axles.

Swartkops-Despatch was run in 22.15 with 27.5mph before Redhouse and 33 after Redhouse and again after Perseverance. Despatch-Uitenhage took 12.32 minutes, max 30.5 mph.

"Having listed the best timings over each section, what of the overall timings including the 8 intermediate stops? 1970’s timings are difficult to compare with earlier years when some trains with less stops were scheduled. Also I did not take the intermediate station “dwell” times but have selected runs with the fastest “moving times.” [MT] Suprisingly I find very few unchecked runs, many including signal stops en route meaning a 9th intermediate stop. Some of my better runs were joined at Swartkops [outward] or Despatch [inward] and are included with section comparisons. The selection task was made easier as basically I just needed to look at logs of the 2 doyens of this passenger link. The fabled Paul van der Mescht with his shining deflectored #790 “Katinka” and the legendary Joe Grobler who shared supershine #800 on a 3-man link with Messrs C Botha & du Preez in 1973 but seemed to gravitate to 16R 802 in 1974."

PE - UITENHAGE

Date Train Time Load Loco Driver MT* MT* Swartkops-Uitenhage

1/9/73 264 15.40 11 802 ? 40.59 24.36 (1 signal check)

7/9/73 236 11.30 11 790 PvdM 42.13 25.43 (1 signal stop)

30/8/73 276 17.10 11 800 Grobler N/A 25.24

29/8/73 276 17.10 11 800 Grobler N/A 26.20 (1 signal stop)

*MT = 'moving' time (i.e. excluding station dwell times)

The following maximum speeds attained in each section show the consistency of these performances…….

Date 1/9/73 7/9/73 29/8/73 30/8/73

North End - Sydenham: 43 41.5

Sydenham - N Brighton: (check) 40.5 45

N Brighton - Swartkops: 47.5 48.5

Swartkops - Redhouse: 52.75 51.75 50.25 51.75

Redhouse - Persevere: 48 46 54.5 53.25

Persever - Despatch: 49.75 49.75 50.75 48.5 [sig]

Despatch - De Mist: (restriction) (restriction) 50.5 50.75

UITENHAGE - PE

Date Train Time Load Loco Driver MT* MT* Despatch-PE

31/3/74 413 13.00 8 802 Grobler 37.31 28.25 [1]

5/9/73 247 12.50 9 790 PvdM 39.40 30.59

8/9/73 295 22.00 8 790 PvdM 39.58 30.05 (1 signal check)

1/9/73 221 07.30 11 790 PvdM N/A 31.00

18/5/73 289 19.20 11 800 Grobler 41.00 32.16 (1 signal stop)

And the section speeds………

Date 31/3/74 [2] 5/9/73 8/9/73 1/9/73 18/5/73

De Mist - Despatch: 48 (restriction) (restriction) N/A (restriction)

Despatch - Persevere: 57.75 59 57.25 56.5 57

Persevere - Redhouse: 56.5 56.75 54.75 56.5 54+ (57?)

Redhouse - Swartkops: 50.5 50.25 (sig checks) 49 47.5

Swartkops - N Brighton: 48.5 46.5 47.25 46 45

N Brighton - Sydenham: 52 43.5 45 43.5 49.75

Sydenham - North End: 45.25 (restriction) 46 36.5 (restriction)

Notes : -

[1] "Although only 8 vehicles this run seems to be the fastest overall from Uitenhage to PE. Notes show a 3 late departure [a RARE occurrence in those days] with an on time arrival 40 minutes later, indicating the 8 station dwell times totalled about 2.5 minutes, an average of about 19 seconds at each. Notebook comments emphasise “absolute thrash on all sections”. An unrelated 11 coach load with 800/Grobler [31/10/73] also rocketed to 52mph down from New Brighton to Sydenham, taking at 3.33 slightly longer than the 3.13 record, due to a slower run in. Grobler states that at one point he was using “full & 80%” which accounts for my notes of 'absolute total roars and cane'. "

[2] "My note book comments again: 'total cane on all sections', Grobler clearly again in fine form and eager to get home after a long +/- 14 hour day. We were SIX minutes early at North End leading to a 2 minute stop outside the terminal.

Finally perusing the above essay, it does seem 31/3/74 was an exceptional day with both Van Der Mescht and Grobler giving epic performances!

Sincere thanks especially to these two passenger link drivers who set such high standards on the “lokale” services.

EPILOGUE

Both #794 & #840 [never Sydenham locomotives] languish in the threatened Transnet National collection “dump” at Millsite, Krugersdorp. Examination of the condition of these locos has revealed one good/operational one could be made from both. A 16CR is a sad missing class from South African active preservation so those reading this with a spare R3/4m are encouraged to act. "

P J Odell 30 May 2019

This was the service in 1976 after it had been reduced in August 1973 for the first time since 1875. Thereafter things settled down for a while until the real cuts began.

Bruce (bless him) managed to rescue a sheet from the 1981 train operating diagrams. Not as busy as it would have been ten years earlier but it does give an idea of how they fitted in all those trains on the single line between Uitenhage and Swartkops on the eve of the great destruction in September 1982 (see below). The above is a cropped portion of the sheet showing only the morning rush hour from 04:30 until 08:00. Note the station to station times allowed for Down trains in the column under 'Sub. Pass.'

The evening 'rush' hour with barely half the number of trains that ran ten years earlier. Station to station times for Up suburban trains are in the column under the 'I' for Uitenhage.

In a disaster from which South Africa has never recovered, SAR became SA Transport 'Services' on 1 April 1981. It wasn't long before rail customers realised 'Services' was a euphemism. For example, without consultation or any form of direct communication with its customers, the travelling public, on Monday 5 September 1982 the Uitenhage service was radically pruned by the simple expedient of placing a small, almost unnoticeable announcement in the local English and Afrikaans newspapers. Above is the 'service' in 1983, now dieselised and arranged so that it concentrated on when railway employees could use it. The wise guys in charge of our railway decided this was the easiest way to avoid losing too much money while at the same time keeping the staff sweet.

Strictly speaking our story ends with the end of SAR but for the sake of completeness we sometimes have to carry on beyond 1980. This is the 'public timetable' as it existed in 2010. The advertised trains were not guaranteed to run.... Today the only way to find out when (but not 'if') a train might be running is to Google it, and then you'll get a 'schedule' for 2012.

2. A recurring theme in Part 1 was how busy the terminus and the Harbour approach lines were, well illustrated by Bedford's photo c 1973. This applied throughout the seventies but tailed off rapidly in the eighties as external factors began to kill off traditional railway services; the Road Transportation Act of 1977, growth in commuting by car on the new 'freeways' and wise-guy management by hordes of MBAs signed up by the newly created SA Transport 'Services'.

3. A pair of chunky Pacifics on the servicing sidings at Port Elizabeth station. Engines were usually sent here between Uitenhage turns. 16R 790 (named "Katinka"*) on the left was the regular engine of Driver Paul van der Mescht and fireman Van der Bank (see next photo) while 16CR 817 is on the right, 4 June 1974.

* I suspect Katinka was Paul's wife but can't be sure. Can anyone confirm this?

3a. # 790 on the seldom remarked turntable at the terminus, used mainly for quick turnarounds by the suburban engines. 05 September 1973

4. And here they are on 28 April 1974. Old man Van der Mescht must have had a helluva Brasso bill.

5. This engine didn't just lick itself clean, it took a lot of work to keep those tyres white, not to mention the brass and bodywork. Much has changed since BOAC was still in existence......

6. What a joy. We're about to leave for Uitenhage, turning heads all the way. Note that this is #790 on another day, before she had her number in brass on the front buffer beam but she already had a notice, cast in brass, which said "The Friendly City Port Elizabeth".

7. By 1975 the 15ARs were pushing the Pacifics aside. Several were still kept in supershine condition, including 15AR 2084 about to depart on an up Uitenhage. Apart from the fact that one is a 16R/CR and the other a 15AR, do you see a disturbing difference between this photo and the previous one? I won't tell you (but it sticks out like a sore chimney).

8. A superb night shot of 16CR 825, still with old chimney, made on Guy Fawkes night, 5 November 1974 by Aussie photographer, the late George Bambery. George, I seem to remember, was also the fireman on that train, the 23:10 Port Elizabeth-Uitenhage. Be that as it may, we enjoyed some serious fireworks on the way to Uitenhage.

In the early seventies four musketeers arrived at Sydenham from overseas. All they wanted were footplate jobs, with the aim of becoming drivers. They were George Bambery (Aus), Martin Coombs (UK), Geoff Hall (UK) and Peter Odell (UK) and the locals thought they were mad. Only the last two stuck it out (it was an incredibly demanding job), eventually becoming drivers. Peter has been the driving force behind Steamnet 2000 based in Kimberley, with the daunting aim (already achieved) of restoring to service a 25NC. Geoff has retired but George, after he too became a driver in his native Victoria, Australia, sadly died suddenly a year ago. Peter is the only one who still drives steam on excursions and Martin Coombs is apparently retired after several years as House Father of a girls hostel in the UK - should provide good material for a book. He has already done one on South American steam.

9. Here is the intrepid George Bambery, Sydenham fireman, now very sadly no longer with us. At the time he was firing on #800, the regular engine of Joe Grobler who was well known as the most thrashworthy driver on the suburban link (we are waiting for a picture of Joe from Peter Odell. When it comes I will put it in).

12. I swivelled around for a going away shot of 224-up to find John Carter in my photo (yet again) and he was only bird-watching. Voertsek John! On the right was a super-long double-headed petroleum transfer on its way to New Brighton marshalling yard for examination and onward transmission with diesel power.

13. By the '70s the freeway was starting to look more presentable by virtue of its coating of soot. This was 18-up (new number) the 08:32 for Uitenhage on 16 April 1979, its 15AR 1804 still with respectable chimney.

14. See what I mean by 'busy' - trains, engines, shunting everywhere. That is 15AR 1807 departing with the 16:15 to Uitenhage while the mixed disappearing into the docks is the incoming Kirkwood which would have run express from Swartkops to the docks via the down freight line after depositing its passengers at Swartkops (woe betide anyone who missed the guard's advice to passengers to continue their journey on a local from there).

15. Another take on the activity around PE, recorded by George. A 24 on its way to pick up a New Brighton Bombela while 16CR 800 departs with the 16:24 to Uitenhage, 5 Dec '74.

16. Yet another with trains and locomotives everywhere. We asked Mr Odell where he was standing to get this shot. His reply: " I was having a bath at my hotel and using a drone" (must have been an early model. This was 1974)

17. We're moving out of the station, firmly on our way to Uitenhage behind its 15AR 2084 in July 1982. Dick's comment: "at least Uitenhage kept their locos immaculate to the end".

Who that madman is standing in the middle of the tracks we don't know. Ex PE fireman, driver and now contributer to 'Soul of A Railway', Geoff Hall's comment: "Where that person is standing was very busy and dangerous with the comings and goings of trains. I remember once a ganger was knocked down and killed there. They had to remove the body as quickly as possible to limit delays. Later in the day when leaving PE I noticed a small body part that was still lying near the track!" [no, it wasn't from our resident birdwatcher John, who I'm happy to report is still with us]

18. The carriage sidings at North End, main-line coaches on the right, suburban on the left. In the left background is the running maintenance shed for carriages. The 15AR on the left had just come in from Uitenhage and is reversing its train into the siding. The tracks along the sea wall are the freight lines from the Harbour to New Brighton - we'll see more traffic along these lines a bit later. Right now there is a long string of empties behind a very hard-working pair of engines on their way to the marshalling yard where, after examination and addition of a guards van, the empties will head off for the interior behind diesels.

19. Leader of an illustrious class of 119 engines, 15AR (originally class 15) 1561 backing down either to the station for a passenger working or to the harbour to pick up some freight. For an idea of where Malcolm (aka 'Arnie') was standing, see photo 25 below.

20. 15AR 2084 was a Uitenhage engine. Note the condition this locomotive was kept in, especially the white-painted cab roof. As you can see, her crew maintained the Uitenhage tradition, going back many decades, of keeping their engines immaculate. The train was 53-down (new numbering), approaching the terminus with an afternoon all-stations in May 1980.

21. A year later 2084 was still immaculate but no ornaments and the cab roof was no longer white. Perhaps her crew had already sniffed rumours that steam on the suburbans was to be discontinued the following year. This from Dave Fleming, with whom we spent many a happy hour by the lineside: "the driver....was absolutely distraught that the steam suburbans were about to finish. I remember that he was almost in tears."

22. On a Saturday the 06:20 mixed to Kirkwood usually carried more passengers, hence the extra coaches. That pair of class 34 diesels were on their way to the harbour to pick up a load for up country. Thank you Mark Ruddy for pointing out this is a long-tendered 19D and not a 24!

23. An Up New Brighton drifting to a stop at North End, the once-busy first station out of the terminus. Note the bare platforms, a phenomenon entirely caused by the 'freeway' blocking off pedestrian access. 4 September 1974.

24. Watch that sign! 4 September 1974.

25. Robert Kingsford-Smith of Coff's Harbour and John Gaydon of Kariong NSW at North End on 4 September 1974. This was where they perched to take the next picture.

26. Uitenhage 16CR 790 BS* pulling into North End with the evening businessman's departure, by now renumbered 0034-up, 17:15 off Port Elizabeth, arriving at Uitenhage 18:06 - and no coach 6006. 4 September 1974. You're right Briggs, things don't always improve as time goes by......

*Before smoke-deflectors

27. One of the all-time great photographers recorded this Pacific drawing into North End on a balmy evening in December 1971. Those concrete bridges have a stranglehold on the place - as you can see, there's not a passenger in sight.

28. Engines returning to Sydenham shed from either the Harbour or the terminus usually took the goods by-pass. From the left: 16CR, 12R and S2. In the left background the passenger lines are just in front of that concrete fence and an interesting item on the extreme right is the ex-Cape Town 3rd-class 1M suburban motor coach as converted for steam operation.

29. The freight by-pass ran along the sea wall as far as the Papkuils River mouth (see Bruno's map and Alan's photo 61) then swung inland to rejoin the Passenger main line between Sydenham and New Brighton. The rusty tracks to the left and right of the wall were used to convey dolosse to any breaches wrought by the sea. George shows us a 16R/CR and a 12R on their way to town, the Pacific probably for a New Brighton or Swartkops turn and the 12R for harbour shunting or hauler duties. Both this and previous photo: 31 December 1974.

30. A nice one of the 08:40 PE - Alexandria mixed accelerating out of North End on 23 October 1974. The engine was class 24 No 3628 and the driver, J du Preez.

31. The going away shot neatly caught the Up Alexandria and the Down Kirkwood greeting one another. Those factories along the railway were still busy and the railway was still tapping into their business.

32. In July 1981 the driver of this unknown 15AR had its pedal flat on the floor when it accelerated out of North End.

33. Uitenhage's 15AR 2084 again, bringing an evening train into North End. Look at all those private sidings still in business - just....

34. Class 15AR 2087 nears Sydenham with the 10:38 Port Elizabeth - Uitenhage on 2 August 1975.

35. The low angle emphasises the surging power emanating from Paul Van der Mescht's 16R 790 departing North End with the 14:20 PE-Uitenhage on 13 May 1973.

36. You can tell this crew is homeward bound by the vigour with which they're accelerating the 15:35 Port Elizabeth-Kirkwood away from the stop at North End. Bruce tells us this was a pool engine and not the usual "supershine" engine stabled at Kirkwood and, of course, assigned to a regular crew. August 1979.

37. From the looks of it, Bruce grabbed this picture while travelling on a northbound train. There are several interesting things: the near track is one of two industrial service lines that ran parallel to the up- and down-passenger mainlines between North End and Sydenham. They provided rail access to 20 industries most, if not all of which now rely on road transport. As you can see, in addition to serving two factories, the track on which the S2 is standing is equipped with a loco-water column and ashpit. Just beyond the stand-pipe is a standard SAR operating telephone with a bell-bottom-trousered shunter energetically trying to obtain his next set of orders from the operating department. I'm sure wide trousers were not standard kit for this category of employment and might well have been the source of the trouble when a shunter wiped himself out by getting hooked onto a cow-catcher, thus leading to the removal of all cow-catchers from engines confined to shunting. The service tracks have not been used for years and most of the sidings have been uplifted. January 1976.

38. After 35 years on the main line, perhaps 15F 3024 had come down in the world but by golly she was chopping off the quarter-miles between North End and Sydenham with 266-up, the 16:08 PE-Uitenhage on 21 November 1980. Here is Alan's comment on his own photo: "From time to time Uitenhage works received an F for overhaul. If us PE guys saw it ex-works we would have a friendly chat with Sydenham to try to get it put on a Uitenhage diagram. If the allocated shed didn’t want their engine back quickly the Sydenham foremen would often help us. We did quite well with a few F’s, and also were very lucky with the remaining 15A 1970. Other times, like when Uitenhage did a job on the Wardale 19D, they wouldn’t help".

39. 16R 802 approaching Sydenham with the 07:40 PE-Uitenhage. You can observe its progress by the trail of filthy black smoke behind the train. But at least half the train windows are open - the grit and cinders that passengers endured so they could listen to the music.

40. Peter has mislaid the information for this evocative crossing at Sydenham. In the meantime we'll tell you that it was in 1973 and give you the other details when he's found them.

41. On a beautiful morning for photographing the trains, George recorded Uitenhage 16R 810 departing from Sydenham with 217-down, the 1st-& 2nd-class only businessman's train on 12 November 1974. That's the railwaymen's camp on the left!

42. Towards the end of a 50-year career, 12R 1510 hauling a heavy load up the steep incline from Creek yard via Kirsten lake for delivery to the numerous private sidings in the Neave industrial estate. The orange van behind the engine is a shunter's caboose. 13 April 1980.

43. In the heart of the industrial area around Sydenham, S2 3747 on shunting link 3 was working its way up the heavy grade from Creek yard to the General Motors assembly plant with crates of imported parts. 1974 BC (Before Containers).

44. 16R 800 departing Sydenham with 272-up the 16:42 PE-Uitenhage on 25 November 1974.

45. Uitenhage 16CR 837 passing Sydenham shed with the 09:25 PE-Uitenhage while an 11 class shunts the departmental sidings on the left (refer caption to photo 48), 21 May 1973.

46. On 27 April 1980, 12R 1518 was working a hauler from New Brighton to the Docks, taking the avoiding line at Sydenham. This train is conveying export consignments: steel sheeting in the first four DZs, unknown goods in the two short wagons and export frozen fruit in the rest of the train.

After 50 years in main-line service the 12R has suffered an ignominious affliction marking the beginning of its end. Around 1960 one shunting accident and one shunter's leg convinced an inquiry chairman to direct that cowcatchers were to be removed from locomotives downgraded from road work. Henceforth a cowcatcherless engine was a sure sign that it had been relegated to more lowly duties and would never again work the high iron.

47. By 1974 the 12s that had served the Midland so well for more than 50 years were no longer employed in road service but you could still find them on PE Harbour - New Brighton haulers, in this case No 1519 passing Sydenham shed, where the freight and passenger lines from PE come together again. 27 December 1974.

48. In February 1981 this up Uitenhage was approaching the point at which the freight and passenger lines come together. In the background is the Creek yard, busy as ever. Who would have thought that all that traffic could evaporate in the winking of an eye? By the way, the ladder of tracks on the left were a small yard between the main line and Sydenham loco which was purely for SAR departmental use: the loco itself (coal), the perway depot (rails, sleepers and other track components), the RMT depot and the System Electrical Engineer's dep't.

49. 15A Milly on a visit to Uitenhage works, storming down the straightaway to New Brighton plus two 15ARs on their way to freight duties, exiting Sydenham loco.

49a. One of the three remaining 'mainline' Class 16CR pacifics, No. 817, bursts out of a rainbow with the 08:30 Port Elizabeth - Uitenhage on 2 August 1975.

50. Having just ducked under the main line on its way from New Brighton marshalling yard, here comes yet another heavy trainload of consignments for the industries served by the Creek yard. S2 3749, 1 Oct 1978.

51. When the light was right and the rods were down those Pacifics looked good even with the wedge-shaped cab. This was an unknown 16R getting a wheel on the 07:01 businessman's train ex Uitenhage between New Brighton and Sydenham on 21 May 1973. This was the service that for decades had featured the legendary ex CSAR coach 6006 (see Part 1).

52. How many times did we try to achieve a simultaneous at this spot? I think John was the only one who ever did it (in between his ornithological activities). A Pacific-hauled local overtaking a 12R with locomotive coal for Sydenham while on New Brighton's south head-shunt a pair of engines is kicking off wagons.

53. The last active 12R at Sydenham and this could be one of the last pictures ever taken of a 12R in regular road service. The sole survivor, No 1505 hitting her straps like a teenager on the SuO 07:02 New Brighton - Port Elizabeth in July 1981. On this occasion it was specially requested to work one of the Sunday suburban diagrams which involved two New Brighton and two Uitenhage returns (hence the later photos 77, 111 and 112 below).

54. An Up Uitenhage coming past the cement works on 3 November 1974. 16CR 839 has just shut off for the stop at New Brighton.

55. 'Classic' is one of the most overworked adjectives these days but for the life of me I cannot think of a better one to apply to George's impeccable study of 16CR 825 with 217-down, the 07:01 Uitenhage - PE posh train, accelerating away from New Brighton on 3 November 1974.

56. 16CR 817 with an Up evening Uitenhage drawing into New Brighton while 24 3628 waits to return to town having brought a rush-hour Bombela to New Brighton. There was no turntable here so the 24 would have come out tender first (see also photo 23). 23 October 1974. Who spotted that the facing points are incorrectly set for a conflicting (and deadly) movement? Notwithstanding the red signal, something clearly was wrong with the interlocking - what do you say Harry?

57. 802 waiting to depart from New Brighton for PE on 15 May 1973.

58. 16CR 834 on the 18.35 Swartkops-PE departing from New Brighton on 18 February 1974

59. The Bay area had a bewildering array of marshalling, sorting and holding yards. One of the most important served the SAR goods shed at Deal Party, from where consignments were shunted into goods platforms for delivery to the public. S2 3797 was bringing empties from Deal Party around the 'Smelly Creek' link to New Brighton. 27 August 1978.

60. If you wanted to see rare combinations the goods lines were where to go. "12R 1873 + 24 3695 on 4 April 1977. This regular late afternoon end-of-shift Deal Party-New Brighton working was often double-headed." Thank you Alan.

61. Alan writes: "19D 3327 on 17 September 1981 with the 06:20 Docks to Kirkwood, mostly fruit empties. I spent a few weeks with this train at this spot, and got picked up and carted off by the security police one morning. Unbeknown to me there had been a “dissident” attack at New Brighton station the night before, and a bomb detonated!!"

62. 15AR 2082 on the 08.25 PE-Uitenhage between New Brighton and Swartkops, with a down Uitenhage-PE drawing into New Brighton in the background. 21 September 1974.

63. 16CR 825 climbs Swartkops bank, 12 November74.

64. 16R/CR 817 working hard up the Swartkops-New Brighton bank with the 08:05 Uitenhage-Port Elizabeth, 01 September 1973.

65. Class 24 No. 3601 leaves Swartkops with the 05.40 Kirkwood - Port Elizabeth on 4 August 1976

66. An unidentified 15AR leaves Swartkops with a Uitenhage-Port Elizabeth train on 4 August 1976.

67. 15AR 1799 departing Swartkops with freight for New Brighton 5 December 1974.

68. Turneresque view of the power station at Swartkops. There's a train there somewhere too. If you look long and hard enough you might see a little rabbit outpacing the 15AR.

69. 16CR 810, the regular engine of driver Chris Botha, departing Swartkops with 256-up to Uitenhage in December 1974. Those with sharp eyes will recognise the fireman, yes, it's SoAR's very own Geoff Hall wearing his fashionable 70's style wavy locks.

70. An up goods departing Swartkops for Uitenhage, July 1975.

71. Another submission to the Masterphotter's guild. Gold medal in the black 'n white category although the judges did have something to say about all the pond photos.

72. The preponderance of people who've presented pond photos is positively peculiar (OK OK). Bob's take of an early morning down Uitenhage-PE in the winter of 1981.

73. 15AR 1564 crossing lake Michigan.... or is it a Swartkops pond?

74. 15AR 1787 is reflected in the waters of the Swartkops River as it heads a New Brighton - Uitenhage bound freight on 29 June 1982.

75. I also tried to get in on the act. Could have won the Grand Prix but the judges said "pity he's cut off some of the reflection and anyway we're tired of pond photos". It's 2084 with its stovepipe again; we seem to have a surfeit of photos of this engine - twice as many if you count the blurry images in the ponds.

76. Mein Gott! They just keep getting better and better. 15AR 1969 with a morning down local from Uitenhage, its passengers quite unaware of the picture they were making.

77. Compiler's privilege provides another pond photo. At least he was sufficiently sensible to cast a stone into the water to stir up the reflection. This was 50-year-old 12R 1505 performing like a teenager on a down Uitenhage - PE local in July 1981 (see also photos 53, 111 and 112). Note the superb mechanical condition of the engine right at the end of its career; this was a freezing morning yet no steam leaks.

78. These are all so gorgeous I can't stop putting them in. July 1982.

79. For the ornithologists among you that's a lesser 15AR with a down Uitenhage swooping into Swartkops on 4 August 1981.

80. 15AR 2017 and 1564 crossing at Redhouse, 3rd March 1974.

81. What looks like a pooled 15AR arriving at Redhouse in the days when there was still plenty of suburban freight business (note the large goods shed). Also of note is the standard lattice footbridge that had come down to SAR from CGR days. The unattractive BR-type illuminated station names are a later (much later) addition.

82. 15AR 2011 was another beautifully looked after engine on the Uitenhage run, we don't have details of its opposite number drawing into the loop at Redhouse in July 1975.

83. Paul van der Mescht's ever clean 16R 790 departs from Redhouse with train 273, the 16:45 from Uitenhage, which mainly conveyed railway workers from Uitenhage Workshops back home to various stations along the line, but especially for Despatch where a large number of them resided. September 1973.

84. 2095 departs Perseverance with the 08.30 Uitenhage-Port Elizabeth. 22 June 1976.

85. A down Uitenhage on its way to Redhouse on 28 May 1980. This was a crystal-clear morning; that's Cockscomb (5801ft) about 80 miles away, left background.

86. After crossing the 08:25 Port Elizabeth-Uitenhage (still in the station), 790 accelerated majestically out of Perseverance with the 08.45 Uitenhage-Port Elizabeth on 23 April 1974. The photographer (and retired driver) Geoff tells us: "These trains were tightly timed and high skill of the driver was needed to have the brake almost released when the train came to a standstill. I remember once when I was still a fireman, the driver let me have a go and it was ages after the guard had given us the right away that I had the brakes fully released!"

87. An unknown 15AR leaving Perseverance for Redhouse in August 1981.

88. No mistaking 15AR 2084 (again) with its handlebar mustache starting out of Perseverance with an evening Uitenhage-PE local, July 1982.

89. The 15ARs took over everything from 1975 onwards but until then the 24s, ostensibly branch-line engines, slotted into the Uitenhage engine diagrams with ease. They were more powerful than the 10Bs/BRs and could accelerate well but their driving wheels were a foot smaller in diameter so perhaps they were not as good at maintaining the faster schedules* that were still called for when they were allocated to Sydenham during 1948/49. By the 1970s the much more powerful 16R/CRs had taken over from the 10th classes but as you can see in this crossing at Perseverance in June 1971 the 24s were still very much in evidence.

*In 1973 Peter Odell recorded inter-station maximums of 56mph behind a 24 and 61mph with a 16R, see his logs in the intro to this chapter.

90. Believe it or not, the ubiquitous 2084 appears again in this crossing with ex-works 19D 3351 running light engine on its delivery run to Sydenham in June 1980

91. For an explanation of how 15F 3045 came to be on this train please see photo 38. A down mid-morning local from Uitenhage departing from Perseverance, date unknown. Our meticulous co-editor Les has pointed out that the marker on her buffer beam should have been removed by the fireman before they left Uitenhage!

92. In July 1978 15AR 1811 departs Perseverance with the 16.15 Port Elizabeth - Uitenhage.

93. In September 1975 GMA 4055, recently released from the Pietermaritzburg branch lines following dieselization, thunders through Perseverance with what appears to be a through load to Klipplaat, including some wagons with locomotive coal. Note the absence of planks to increase the coal capacity (see photo 144). This is an indication that the engine has been converted to class GMAM by removing the baffle plates used to reduce its axleload in order to conform to the Chief Civil Engineer's restriction of 15 tons on 60lb/yard rails. Since this was eventually applied to all the GMAs that were still in service by this late date we have dropped the last "M" in all references to this class.

94. In March 1982 (exact date not known), Alan just happened to pick up what most likely was the last NG15 to receive a heavy overhaul on its way back from Uitenhage to Humewood.

95. Winter mornings in the Swartkops River valley were mostly frigid and 26 July 1979 was no exception.

96. A 15AR (number unknown) departs Perseverance with the 09.05 New Brighton - Uitenhage goods. Note the RMT's mobile container trailers, two to a DZ. This was a highly successful and popular way of bring goods to country towns not on the railway and only disappeared during the mid-eighties due to rate undercutting which began with the Road Transportation Act.

97. 16CR 810 between Perseverance and Redhouse with freight en route from Uitenhage to New Brighton marshalling yard, 3 January 75. Note the VW Combis a few wagons back - there is a VW assembly plant at Uitenhage.

98. 15AR 1786 leaving Perseverance's outer home and distant behind with an evening PE-bound local, 20 Feb 1980

99. On a cool 8th of May 1981 this stove-pipe chimneyed 15AR erupted out of Despatch with the 07:01 Uitenhage - Port Elizabeth businessman's train.

100. Energetic starts were a feature of the PE suburban service and this 15AR 2095 blasting out of Despatch with the 08.34 Uitenhage - PE on 29 June 1982 was no exception. Note the semaphore signal still in use but as you can tell from the colour-light home signal already in position but not activated, introduction of colour-light signalling and remote-controlled CTC was only weeks away.

100 a. The same train moments later. I didn't know which of these to choose so put them both in. Compiler's privilege.

101. 15AR 1811 on a Uitenhage - PE local, standing in the loop at Despatch for a crossing with 1783 and 1813 on 8-up, the Port Elizabeth-Cape Town mail. 11 January 1975. On a sad note, by this time the redoubtable Paul van der Mescht had traded in his 16CR 790 for 15AR 1811.

102. The fireman of the 15AR has taken the tablet from the station foreman at Despatch and the driver has opened up with his transfer load of wagons for either light or heavy repairs at Uitenhage Workshops. The heavy repair of all open drop-sided type DZ wagons and cattle wagons of type GZ, the predominant load of this train, were concentrated at Uitenhage. This was purely a political arrangement to create employment in the area as there was no significant natural flow of these wagons to the PE area, so they had to be sent great distances from all over the country to Uitenhage in order to effect these repairs. September 1975. And talking of politics, note the two footbridges. I hope you will not accuse me of virtue signalling by saying that it is as inconceivable today as it was then that any government could have authorised expenditure on two footbridges at even the lowliest country stations to avoid mingling of the races (see also photo 118) - made even more inexplicable by the chronic shortage of funds for housing.

103. 16CR 810 departing Despatch for Uitenhage; driver CR Botha, 5 December 1974

104. Simultaneous departures of up and down suburbans at Despatch in July 1982. Note the guard of the down train giving the 'right away' on the left.

105. 16-up (new No.) leaving Despatch in July 1982. Note the absence of steam leaks; right to the very end even pooled engines were kept in good mechanical condition by Sydenham.

106. While you're enjoying this you should be listening to the Pastorale. 16R 800 just after crossing the Swartkops River near Despatch with a down Uitenhage – Port Elizabeth; the conductor was Maestro Bambery. 13 December 1974

107. 16R 800 on the 18:18 Uitenhage - Port Elizabeth crossing the Swartkops River near Despatch. 10 December 1973.

108. An unidentified Class 15AR heading the 16:41 Uitenhage - Port Elizabeth over the same bridge between De Mist and Despatch on 3 August 1976.

109. 16R 790 approaching the first of the two bridges over the Swartkops River between Despatch and de Mist, June 1973.

110. 16R/CR 800 on the 18:18 Uitenhage - Port Elizabeth crossing the Swartkops River between De Mist and Despatch. 19 February 1974.

111. In July 1981 12R 1505 heads the 08.32 SuO Port - Elizabeth - Uitenhage suburban past the new Transnet Engineering Works at Cuyler Manor between Despatch and De Mist.

112. 12R 1505 thrashing down the Swartkops valley in July 1981 (see also photos 37, 77 and 111).

113. The driver of 15AR 2011, train 273 the 16:45 from Uitenhage, is hanging on the whistle cord as he approaches a level crossing between Uitenhage and De Mist. The line to the right is the feeder line to the new Cuyler Manor Workshops, which replaced the old Uitenhage works. A major cold front is approaching from the West and the temperature has already dropped considerably as evidenced by the white exhaust from the locomotive. Despite the fact that the wind is blowing from the wrong side, the exhaust has miraculously not obscured the train.

114. In 1971 the old carriage workshops in Uitenhage town were still in full swing, as you can see by bodywork being undertaken on 1st-class brake and parcels coach 6276 on the right. 16R 792 was leaving town with 227-down all-stations to PE in August 1973.

115. When SAR took over operation of the 861km Sishen-Saldanha ore line from ISCOR, they inherited 39 GE model U26C diesel electric locomotives. These became SAR class 34-500 and were not immediately painted in standard SAR colours. Swartkops diesel electric locomotive repair workshop, which was a repair depot for GE built locomotives, became the main overhaul depot for these locomotives as well. It was therefore not surprising, but not common, to find one of these ex-ISCOR locomotives working one of the PE local passenger trains. Here in August 1981 one of these locomotives departs from Uitenhage with an early afternoon working to PE.

Note the interesting arrangement of advance starter signals with a route indicator clear for the mainline.

116. An up local entering Uitenhage with 16CR 819, July 1973.

117. #790 wearing all her medals, awaiting departure at Uitenhage with the 16:14 to Port Elizabeth, 14 April 1974.

118. February 1975. In common with the vast majority of my fellow citizens I used to be ashamed of these apartheid signs, and dismayed by the hardships engendered by the policy. However, those hardships were pinpricks compared to what is currently happening in my beloved country.

119. February 1975. Rollo Dickson (himself GM of the bus company until he retired a few years ago) has sent us the correct information about the busses as well as the photo below:

"The typical Leyland OPS4/5 vehicles in the picture belonged to the PE Tramways company, which explains the characteristic liveries of the parent Cape Tramways group. During the early nineteen-seventies, their route from the station to the large new township at Kwa Nobuhle entailed crossing the Swartkops River, but many years went by before the municipality got around to actually providing a bridge. The photo was taken following heavy rains.

Incidentally, the PE Tramways company was formed in 1879, only a few years after the railway started running. The horse-operated tramlines were electrified in 1897, but that beat the railway by almost 100 years."

120. 15AR 2084, one of the two regular Uitenhage engines in July 1981 takes coal and has its fire cleaned before working an afternoon suburban turn into Port Elizabeth.

121. In July 1978, 15AR 2011 (no longer allocated to Paul van der Mescht who had retired) was one of the scrupulously clean Uitenhage locos and is seen here at the station waiting to take out an afternoon suburban.

122. Another shot of 2011 waiting to depart Uitenhage with the 14.25 Uitenhage - Port Elizabeth. Thanks to Mark Ruddy we can tell you the driver is F P (Freddie) Blom and the gent with the SAR cap is shunter Barend Jooste.

123. Just as well Alan was there to record an exceptionally rare service only tried for a few weeks before it was discontinued: the short-lived suburban “extension” from Uitenhage to Harry’s Halt beside the roadhouse on the Graaff-Reinet road. Must have been expensive to operate – the load had to go on to Fitzpatrick's Valley for the engine to run round. The engine was Uitenhage#2011 again.

124. Class 12R passing Swartkops station on its way from New Brighton to Aloes with livestock destined for the abattoir at Markman Township in June 1974. Notable is the number of short wagons in the consist - they were greatly preferred by SAR's most important livestock customers - the farmers.

125. More Swartkops pond shots: on 21 May 1983 the 0620 Kirkwood was forging ghost-like through the mist shrouding the warm water from the power station.

126. Because it was invariably a very light load the Aloes shunt was normally entrusted to a class 24 so it was not common to find a 19D on this working on 26 May 1983.

127. An unknown 19D on the 06:20 to Kirkwood in September 1983

127a. Strictly speaking, in this chapter there are already more photos than there ought to be. Les is probably doing his nut about it. But a few exceptional ones came in too late for renumbering - as this one of Dick's, in exquisite lighting, showing the afternoon Kirkwood in July 1978 with its out-stationed regular engine, 19D 3332, tackling Aloes bank. This time we have a shadow instead of a reflection to duplicate the engine.

128. By the end of 1976 the Midland's fleet of 12th classes was rapidly shrinking and it was rare to find one still in road service. Alan surmises this one was on its way to shunt Aloes.

129. The 06:20 Kirkwood goods with 19D 2704 tackling Aloes bank on 19 March 1981. Those empty containers were to be loaded with export fruit from the Sundays River valley.

130. As late as the winter of 1983 it was still possible to see scenes like this triple crossing on the main line beyond Aloes, in this case the incoming Kirkwood crossing fruit empties proceeding to the Kirkwood branch and a load of export oranges heading for Port Elizabeth harbour.

131. Class 24 3645 with the 1500 PE – Kirkwood between Coega & Grassridge, 1 January 1975

132. "Right to the very end....." (pic 105). OK, but I didn't say "very very end". A badly leaking Dolly climbing away from Barkly Bridge with the morning Kirkwood - PE in July 1983.

133. An impressive line-up of Sydenham's motive power on the eve of the wholesale slaughter that began in the 1980s. Set up by the late Alan Clarke for participants in the Sunset Limited railtour of April 1979.

134. After the hoi polloi had gone back to their hotels Harald stuck around, as was his wont, to get a few shots that no one else got.

135. Class 19D and 15AR sit inside Sydenham shed on 3 August 1976.

136. 15AR 1968 charges the coal stage at Sydenham with a bogie wagon of coal in July 1976.

137. 16CR pacific No. 800 on coal stage pilot duties at Sydenham shed on 2 August 1975.

138. In July 1982 Sydenham was still a busy place with 15AR's, 19D's and 24's in evidence. However, by this date the cleanliness of the shed yard had taken a turn for the worse.

139. Mike speaking: "My notes show 1938 [12R, on the right] & 1814 [?] on 16 April 1979. The engine in the background with the burnished boiler is the 12R with 'The Friendly City Port Elizabeth' beneath the headlight, which was, I believe, 1505."

140. As late as July 1976 the strenuous and labour-intensive efforts necessary to clear the ash and general detritus created by a busy steam shed were still being made.

141. The identity of the 19D on the far side is unknown then 16CRs 807, 825, 837 and nearest the camera, an unknown 12R relegated to shunting duties, Sydenham shed 2 March 1974

142. Three passenger link 15AR's line up ready for their next turns at Sydenham in July 1982. The crews were still making an effort to keep their locos reasonably clean even at this late date shortly before the suburban service was dramatically curtailed and dieselised on 'Black Monday' 5th September 1982.

143. The reboilered 16s looked uncannily like LBSC's "Sir Morris de Cowley". This was #800 at Sydenham in 1972.

144. As far as a Garratt goes, the GMA/Ms had all mod cons: one-piece beds, roller-bearing axleboxes, mechanical lubrication of anything that moved, self-adjusting pivots etc etc. But observe the crude planks plonked around the rim of the coal bunker to allow them to get through to Klipplaat (123 miles) without having to call in at Uitenhage for more coal. As traffic machines they were a misconception - neither fish nor fowl. We'll enlarge on this theme when we tackle the Cape Eastern Mainline.

145. Study of Sydenham shed interior by John, a steam driver on the North Yorkshire Moors Railway which runs between Whitby and Pickering. Nowadays also getting the odd steer on the main line.

146. Light and shade at Sydenham showing 24's, 12R's and 15AR's in July 1976.

147. View inside Sydenham depot at midday on Saturday 2nd August 1975 showing a selection of 12R, 15AR and 24 Classes.

148. One of the last Class 16R pacifics No. 800 stands in line with 15AR and 24 classes by the coal stage at Sydenham depot on the night of 1 August 1975. At this stage just 3 pacifics were in mainline traffic - 800, 817 and 825 whilst 790, 791, 792, 802, 809, 834 and 839 were still available for shunting duties. Dave Rodgers photo. Apologies Dave, I will sort this out.

149. Local passenger 268-up, the 14:15 from Swartkops, approaching the terminus in January 1976.

150. From the EH Short photo in Part 1, made in 1896 to Bruce's one some 80 years later we have come full circle. Apart from the platform extensions with their umbrella roofing you can still see the vital elements of Messrs Bisset and Sherwood's design as described in Part 1 of the Midland Main Line story.

That's all folks. For those who are still here, thank you for sticking with us. Our next chapter will be the continuation of Les's coverage of the Natal Main Line, between Pietermaritzburg and Ladysmith, together with the important secondary main line from there to Harrismith as well as the Howick and Bergville branch lines. I have seen the photos and text and there is some terrific stuff there.