This wonderful photo comes to us from Allen Duff, presumably via Johannes Haarhoff and DRISA. On their way to take on Lord Milner (Vladimir Putin's role model): Boer soldiers approaching Springfontein en route to General Schoeman's camp at Donkerpoort.

By the outbreak of war Orange Free State Government Railway (OVGS) had already acquired 14 CGR class 6Cs with six-wheel tenders and 28 based on CGR class 6D which had bogie tenders. A further two were supposed to be delivered but hadn't arrived before the war started. D F Holland is not clear what happened to them.

As you see, the OVGS gave priority to passenger comfort. In the compelling book by Blackie de Swardt "963 Days at the Junction" you will find a reference to train travel through the Orange Free State during the early days of the war in the diary of the French General who fought on the side of the Boers: Combat-General Georges-Henri Anne Marie Victor Comte de Villebois Mareuil, one of the more colourful characters that took part in the war. As a former commander in the French Foreign Legion he was a seasoned soldier and had as his motto "my whole life is to be what I have always been - a soldier". Still a Colonel then, he joined the Boer forces in Natal in November 1899 and from there moved with them through the Free State to assist Generals Schoeman and Grobler at Colesberg. About the trip through the southern Free State he had this to say (22 February 1900): "......we sat on the benches of a truck as there were not compartments for passengers....... The railway staff in the Free State is English and the service is very poor" [see photo above!]

"For example, we only left [Bloemfontein] at ten instead of eight and were destined to arrive at Colesberg at two in the afternoon. However, at Springfontein, at half-past-one I was informed that I had to wait for the next train at eleven o'clock the following day. Because I travelled in a train truck I had no alternative but to camp next to the truck....... "

After spending the night encamped next to his train the Frenchman, who had more names than Lord Roberts had titles, left Springfontein for the Cape Colony. His diary entry of the 23rd had quite a vivid description of the country to the south of Springfontein, it read:

"As can be expected of the Dutch Railway company, we departed at a different time from what we were told yesterday. At eight o'clock, while I was busy boiling a bottle of milk, a black servant came and told me that we were to depart. I had not warmed my milk properly and had just enough time, supported by De Breda who carried the cups and sugar, to run with my pot and thus enjoy lunch on the truck.

The landscape changed quickly. Soon we were meandering through koppies that came closer and closer to such an extent that they completely enclosed the railway line and small rivers. In short, a rugged country but with its own character* - here and there green clumps, green pools in the valleys between the hills with dams from which pastures are led for sheep, ostriches and goats....... The koppies extend towards the Orange River.

The river flows with a certain amount of dignity and had more water between the steep banks with rows of trees than I [expected]. We crossed the river over an iron bridge and reached Norvalspont. At the station there were sidings, a platform on which Boers congregated, wagons with stock and small piles of provisions that belonged to the Transvaal and Free State Commissariat. Upon my request we were detrained quickly. I watered my horse, after which we had interviews with a brave Boer who served disgusting tea at two shillings. At one o'clock we left for Colesberg."

*The photos that follow will bear this out. Most were taken up to 70 years later.

It is only appropriate to relate what happened to the "French Colonel" (as he was called by the Boers) after a stint at the Colesberg front. He retreated back into the Free State with the Boer forces. The English were by now advancing on the southern borders of the Free State and in order to re-group, all the Republican forces gathered in Kroonstad in the early days of March. It was here that on the 10th, De Villebois-Mareuil was appointed Combat-General of the Foreign Volunteers by General Joubert. The Corps was made up of Hollanders, Irish, Americans, Russians, Scandinavians, Germans and French. De Villebois-Mareuil's command however, did not last long as he was killed in the Battle of Boshoff on 4th April. Such was his valour and stature that the English buried him the following day with full military honours.

We have reproduced the foregoing with the gracious permission of the author of "963 days at the Junction", Blackie de Swardt

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, Charlie Lewis, Bruno Martin, Andrew Deacon, Peter Stow, Peter Micenko, Eugene Armer and Sandy Buchanan.

ACKNOWLEDGMENTS

For the compilation of this chapter we've had many consultants and contributors. We have put them in alphabetical order. If anyone has been omitted please let us know so that we may correct the error. The same applies to factual errors:

John Carter, Eric Conradie, Andrew Deacon(1), Org de Bruin, Blackie de Swardt (2), Pierre de Wet, Allen Duff, David Frandsen, Johannes Haarhoff (3), Victor Hand, Nils Kotze (4), Alfred Luft, Dick Manton, Bruno Martin(5), Yolanda Meyer(6), Glen Mills, Piet Nel, Leith Paxton, Les Pivnic, Peter Stow, Robert Sugden, Transnet Heritage Library(6), Jacque Wepener (7)

(1) Andrew does the web-page formatting. This is like rocket science.

(2) Blackie is the author of "963 days at the Junction"; source of most of the Boer War information we refer to.

(3) Johannes is the founder of DRISA which has quickly become a primary source of historical material for Soul of A Railway

(4) Nils is the 16E fundi who provided much interesting information from his archives, including the regular drivers' names.

(5) Bruno does the maps. This makes it fairly easy to see where each photo was taken.

(6) Yolanda runs the library and is the fount of most railway knowledge that appears in these pages.

(7) For more than 30 years Jacque has accurately observed and recorded the decline and fall of our once-great railway.

1 The CTC ended at Springfontein. From there it was van Schoor tokens with remote-controlled interloops on the Burgersdorp and Noupoort lines with paper orders on the Koffiefontein branch (see Bruno's map).

For a railway enthusiast, Springfontein was fascinating. Right through to the end of the 1960s it was literally a Cape Government Railway museum with CGR semaphore signals, signal cabin, sandstone buildings and authentic water tank with dressed sandstone base.

2. The visits of SAR mechanical engineers to the USA during 1925/26 generated profound respect for American railroads on SAR - especially with regard to operational practices and locomotive utilisation. Whereas SAR tended to change locomotives every 150 to 200 miles, American engines were commonly running 500 miles and more*, only changing the crews when their shifts had expired. Coal stages between engine changes were common and some companies even used water troughs (they were commonplace in the UK and France too).

All of a sudden long engine runs became the in thing for SAR passenger trains (eventually for freight as well), and this era was to last from 1926 through to the end of the fifties (the last one we know of was De Aar - Welverdiend - 395 miles). The bunker capacity on a locomotive determined where coaling facilities were needed - for instance Warrenton, Glen and Laingsburg. The one at Glen was dismantled and sent to Springfontein after the coaling plant at Hamilton had been installed (see photo 4 in Part 5). At Springfontein the coaling gantry was used from the early fifties until the service was taken over by class 23s c 1962/3 after which its use tailed off as first Bloemfontein's 15CAs and 15CBs were transferred away (all gone elsewhere by June 1959) and then its 15Fs (all gone elsewhere by July 1968). As you see, the 19C+16E poppet-valve combination on 1432-up didn't need to recoal at Springfontein, and if it had, it wouldn't have been able to use the gantry which hadn't been used for several months before this photo was made in June 1969.

*The Hudsons on the New York Central ran without change from Harmon to Cleveland, 588 miles. with one stop for coal - under a chute over the main line.

3. This 23 had not recoaled and was about to resume its journey to Bloemfontein. April 1968

4. At 4,985 ft Springfontein is the highest station between Noupoort and Bloemfontein. Northbound trains, as this one, are faced with a further rise to just over 5,000ft for about two miles and after that it is level peggings and downhill most of the way to Bloemfontein.

5. In March 1968, 23 3256 was departing from Springfontein with 1134-up Bombela conveying mineworkers from the Eastern Cape to the Witwatersrand. The coal stage was still in use at this time for the odd 15F-hauled trains which still called here. Even with a full goods load, with 18 tons of coal as opposed to 14 tons for a 15F, the 23s were able to get through to Bloemfontein from both Burgersdorp and Noupoort without recoaling.

6. On one of his many visits to the Republic; in mid 1965 Victor (a pioneer user of this flash technique on SAR trains) found 16E 858, the 'Allan G Watson' on a northbound passenger train (either 434- or 438-up) at Springfontein's coaling appliance. On passenger workings the 16Es (they were hand-fired) did not usually need to recoal here.

7. Two northbound freights being serviced at Springfontein. On the left is a 23 with 926-up empties returning to the coal mines while on the right, a very late-running crack freight 700-up headed by 16DA 872 and 16E 857 on their specially arranged farewell trip prior to retirement. This was the return working of their down run to Noupoort featured in Part 4.

During the time this flash-lit time exposure was made the stars have travelled a few million light-years across the sky!

8. Charlie and I were together following 872 and 857 above and here is a colour version of the night action at Springfontein. The coal trimmers were hard at it, ensuring that the fireman had easier access to the coal in the tender. The American influence in the design of 872 is clearly evident.

9. 36-up arriving at Springfontein behind a pair of grotty 23s.* SAR's centenary nameboard tells us it was some time in 1960. This train was frequently used to ferry empty stock so one is inclined to guess it was the case on this particular day as the first 4 coaches are first or second class with windows closed and shutters drawn.”

*This was towards the end of a post WWII period when locomotive utilisation took priority over cleanliness. Also, lime-scale deposit on the boilers, caused by the water treatment then in use, did not help.

10. We don't have Robert's information for this photo (except that he tells us it was taken in October 1971) but we will try to make a coupla educated guesses using the 1969 WTB. Firstly the passenger train on the right is probably 3-down judging by the time of day (around 08:15) and the WTB indicates that it is a Friday when the approaching goods train would be 7706-up express goods, which has the following endorsement:

"Conveys mails and other urgent traffic which arrives at Noupoort on No 405. Must be specially expedited and receive preference over other goods trains. Load 800/100 for classes 15F and 23 and 650/80 for classes 16DA and 16E."

Note also the changes in the signalling as compared with the pristine CGR station in photo 12 below. There are still three starter signals for down trains headed for the Cape Eastern system but the stylish old 3-post CGR bracket has made way for SAR's standard el-cheapo two-post design with the platform-road starter at ground level. The eastern home signal is visible in the left background and this has changed from a two-post CGR home signal to a three-post design (probably also the cheap model) permitting access to the Noupoort-line tracks.

11. Judging by the late afternoon light on the train, Pierre would have been travelling on 1300-up, the Mossel Bay - Johannesburg express. Its locomotive is backing onto the train having watered from the column at the old coal stage (now out of use).

12. Some time during 1969 Peter was a passenger on 16-up from East London. While approaching Springfontein from the east he noticed a double-headed passenger train in the distance on the line from Noupoort, heading north at a significant speed, also toward Springfontein. From that distance it was clear that a smaller locomotive was leading a much larger one. Memory has failed to recall who won the race to Springfontein but 36-up was admitted to the platform on the eastern side of the station while 16-up was admitted to the first road in the yard on the western side as the platform on that side was occupied by the mixed from Koffiefontein. Here is 16E 855 City of Johannesburg and an unidentified class 23 being prepared by the coal trimmers for the run to Bloemfontein. The first 3 coaches have already been separated from the rest of their train in preparation for the coaches off 16-up being coupled into the middle of the load.

13. The locomotives are now pulling forward to allow the diesels on 16-up to shunt their coaches back onto the load of train 36. It was not rare for 3rd class suburban coaches to be used on train 36 during holiday periods when main line coaches were at a premium. In any event, the run in both directions between Bloemfontein and Noupoort was done mainly in daylight hours. The coach illustrated is of type S-36.

14. The third and last vehicle of the shunting movement mentioned above is of interest. (See also System 6: Natal Part 19, photo’s 5 & 34). It started life on 8 July 1914 as 4746 of first-class type L-17; one of a batch of 10 built by the Birmingham Carriage & Wagon Company, joining an earlier batch of 6 built in 1912 by the Metropolitan Amalgamated Carriage & Wagon Co. These were the SAR version of the CSAR’s Limited Express coaches placed in service by that organization in 1904 for use between Johannesburg and Pretoria and elsewhere. Although having compartments, they did not provide sleeping accommodation and hence the name “Day” saloons given to them. They were classed as suburban coaches. Five of these 16 vehicles ended their days in Bloemfontein, including 4746 which by then had been re-classified 2nd-class in Durban in March 1933, being re-numbered in the 2nd-class series #5844 as the sole member of new type O-30. Although all type L-17 coaches were originally fitted with vestibule end diaphragms, they were unfortunately removed later in keeping with standard suburban stock and replaced with telescopic gates. This vehicle was scrapped in July 1973 after exactly 59 years of service. Date 1969

15. The striking array of CGR starter signals at the south end of Springfontein in March 1968 - near the end of the era of colonial-style equipment that was a feature here almost from the opening of the line in 1892. Class 23 3210 is departing for Burgersdorp with 27-down export grain bound for East London Harbour. #3210 was a passenger-link engine and I never saw her when she wasn't shining. Note her fireman giving a last-minute polish even as the engine threads its way onto the Cape Eastern main line. The equally immaculate 19A 709 on the right had come in with the daily pick-up from Burgersdorp about an hour ago and had been turned, watered, coaled and given a final polish in preparation for the return working.

16. A 23 bringing its southbound goods train up to the CGR water tower, which is still almost in original (1892) condition, in March 1968

17. The Station Foreman has just handed over the tablet for the section to Elstow (four miles) and his cheery wave sees off the freight shown in the previous picture.

Railway modellers might consider Springfontein an ideal subject - it certainly had many of the attributes necessary for an interesting layout. The left-hand track is the Noupoort road; the right-hand one goes to Burgersdorp and the Cape Eastern system. A beautiful array of CGR starter signals is lined up for southbound trains with the middle board off for a departure to Noupoort. The left hand semaphore is for the Koffiefontein branch while the right-hand one directs trains from the left side of the station onto the Cape Eastern main line. And how about that genuine original CGR water tank on its sandstone base, not to mention the authentic footbridge behind it (soon to make way for an apartheid one). Perhaps the only jarring note is the partially obscured facebrick staff room and ablution block for non-white workers behind and to the right of the water tower.

18. Class 23s 3279 (leading) and 3248 have been serviced and as soon as 918-up (approaching the camera with 23 3257) has cleared they will head off into the sunset with 02371-down block load for the Cape Midlands. The picture was made in mid 1972 by which time the CGR's three-posted starter signal had been substituted by a two-post one with the starter for the east platform road now placed at ground level (see Robert Sugden's photo 9 above).

19.The class 23 was the final development of the 4-8-2 Mountain type main line locomotive in South Africa and what beautifully proportioned engines they were. Here is another view of train 02371 with 23s 3279 and 3248 getting ready to continue south to Noupoort.

20. Dead side on of 23 3279 displays the racing lines of the class. Plenty of coal (18 tons) and water (9500 gallons) for long engine runs.

21. From whichever angle the 23s were grand engines. The view of the train in photos 18 and 19 was no less impressive when seen from the pedestrian footbridge as it got closer to departure time and the firemen were preparing to raise boiler pressure for the run ahead.

22. From early in CGR days Springfontein was well equipped for simultaneous departures. On the left 02371-down block coal for the Cape Midlands is leaving on the Noupoort road and 915-down is departing for Burgersdorp on the Cape Eastern. Close study of the background reveals the CGR footbridge, still intact, the CGR signal cabin, ditto, the coaling stage and a wide-firebox 16DA resting after arriving from Bloemfontein earlier with 993-down T&P.

This simultaneous departure was a pure fluke but it was always on the cards: 02371-down was a scheduled doubleheader while 915, which followed it, was invariably singleheaded.

23. Train No 16-up, the daily mixed from East London, arriving at Springfontein in April 1968 behind 23 3238. Its coaches are due to be shunted onto those of 36-up recently arrived from Noupoort in the east platform road (we are looking from South to North). You can see the TZ van at the back of 36-up. *

*see Peter Stow's learned description of the procedure in his captions 11,12 &13 above as well as photo 23 in the previous chapter.

24. The next frame on from photo 22 shows 16-up snaking into the up loop. The coaches will be detached and shunted onto those of 36-up standing in the east-side platform road.

25. In March 1973, 13 years after photo 8 was taken, much has changed on the SAR, but, more surprisingly, much has stayed the same.

The significant changes were as follows: a new colour scheme had been introduced for passenger stock of Gulf Red and Quacker Grey, with Aluminium roofs in 1960 but it would take about 5 years before most of the coaches were painted in the new scheme. Although 9 elliptical roofed steel diners had been placed in service in late 1958, early 1959, not until mid-1961 did significant numbers of elliptical-roofed steel passenger vehicles start to be placed in service. In the photograph one of the first series of the new steel third class main line saloons of type H-32 is behind the locomotive while the rest of the passenger consist is of classic timber bodied stock; a type H-21 3rd class coach of series 2a with “bullnose” ends and moldings in the centre panels between windows, a 2nd class balcony coach of type E-12 and a composite 1st & 2nd of type D-32 of the 4th and last series with square ends and no moldings in the centre panels.

We know it is a Sunday for two reasons. Train 36 has no through coach from Port Elizabeth, as there was not one on Saturdays overnight from PE to connect at Noupoort. Secondly, the train off the Koffiefontein branch normally came into this platform so that passengers could make the connection with train 36 to stations to the north but it too did not run on a Sunday. The ashpit cleaning gang on the south side of the station have had to stand clear of the train while a shunter is ready to move in to uncouple the first 3 coaches to allow for the slotting in of the coaches off train 16 from East London.

26. With the coaches from East London added, the driver of 36-up made no attempt at a quiet departure from Springfontein, seemingly oblivious of the local residents who may have been taking a Sunday afternoon nap in preparation of the busy week ahead. Date March 1973

27. And now arriving is the goods conveying a block load of spares for the Ford Motor Co assembly plant in Pretoria. In order to keep photos 28 to 34 in sequence we have put this and the next shot in here. You can see this train behind the finial of the signal in photo 28

28. She's also heading for the east side of the station but there won't be much shunting to do (nor coal to be taken - those 23s carried 18 tons). Springfontein's loco and its coal stage can be seen in the right background.

29. Running just ahead of train 16 from East London, a class 24 drifts down toward the final curve into Springfontein with the pick-up from Burgersdorp. Date: 1972

30. Apart from 19A 709 arriving with 72-up T&P from Burgersdorp there are four other things to observe in this photo.

First, have you noticed that the finial of the branching home signal pierces your view of the following train, barely a mile away (i.e. the very train illustrated in photos 26 & 27).

Second, just above the guards van, is the Boer War cemetery in which are buried 700 Boer women and children who perished in the concentration camp set up by Kitchener of Khartoum*. The graves of 300 British soldiers are also there.

Third is the row of pegs on the other side of the train. That is the line staked to eliminate the series of reverse curves made by the East London main line as it approaches Springfontein - see photo 29. This work was carried out during 1971/73.

Fourth and final (not so important) thing is that the stylish old CGR home signal has been replaced by plain SAR 1950s posts.

*ref '963 Days at the Junction'; an extremely moving account of the British occupation of Springfontein during the Boer War by Blackie de Swardt, whose family has farmed at Priors (fifteen miles south of here) for some 200 years.

31. The going away shot of the same T&P about to enter the east yard. Those 19As were a pleasure to behold and built like the proverbial Swiss watches. The entire class of 36 locomotives - manufactured by SLM at Winterthur in 1929 - survived intact into the 1970s.

Also in this picture you can see how well equipped was the layout to accommodate simultaneous departures of south-and eastbound trains.

32. This is the first of several perspectives on traffic movements at Springfontein by Glen on the day that dieselisation of the south main line kicked off. Our lucky photographer had come from down under so he was used to such disappointments. Here is his take on his visit:

"The first steam movement I recorded after arriving at Springfontein in the afternoon of 17 November 1973 was at 1645 when 19A 702 arrived from Burgersdorp."

In answer to your query about the explosive vans, Glen, is they were brought in by 72-up tranship & pickup (T&P) having been "picked up" at Bethulie after their contents had been offloaded for blasting work needed for the track re-alignments between Burgersdorp and Bethulie.

33. 19A 702 passing by the signal box at Springfontein on 17 November 1973

34 The coal trimmer is about finishing his work on 17 November 1973 as 19A 702 is ready to depart on its return journey to Burgersdorp. Part of the locomotive shed is visible on the right edge of Glen's photo.

35. The grimy 23 on the Noupoort road is receiving a few drops of oil all round from her driver while the Burgersdorp pick-up heads for the Cape Eastern main line.

36. Making a majestic departure from Springfontein with the down Burgersdorp T&P is 19A 702 - dallying at all stations it could arrive at its home shed anywhere between midnight and sunrise.

As is our custom, here is photographer Glen's take on his fine photo:

"It is now 1712, twenty-seven minutes after arriving from Burgersdorp on 19 November 1973 (q.v. E7688), as 19A 702 leaves Springfontein for Burgersdorp. Not my fastest experience........." [Note for Glen: those T&P crews were masters at stretching things out - the longer it took, the fatter the pay packet......]

37. This was train 02301-down block coal for the southern Cape with the exception of the first two A-10 bottom-dumping hoppers carrying loco coal for Noupoort shed.

38. Meanwhile, unusually into the west yard, comes 72-up T&P from Burgersdorp running late (a common occurrence with the T&Ps which seemed to sniff every tree along the way).

39. 23 3224 is almost ready to depart Springfontein for Noupoort with a block load of coal. In the background is a sister engine outside the small shed. Of interest are the classic CGR signal cabin and the Rhodesia Railways coal wagon waiting to be off-loaded. Date: February 1971

40. Fauresmith: 'Trein stoom die stasie binne': Org De Bruin accurately portraying train time at a Free State branch-line station. By the way, the Koffiefontein branch also gets a mention in the caption to photo 27 in "System 2, Part 5, Beaconsfield South to Orange River"

41. In 1973 some “Old Koffiefonteiners” decided to organize a special train to visit their hometown. The class 19D 2682 for the train was worked down to Springfontein on train 21 (See System 5: Orange Free State: Part 1a photos 56 and 72). Local residents formed a welcoming motor cavalcade and followed the train into Koffiefontein, as seen here just before Koffiefontein station. Locomotive Inspector Mr. Koos van Zyl can be seen on the footplate ensuring that everything ran smoothly. Note the double diner which was the miss-matched pair of elliptical roofed kitchen car 294 type AA-39 with clerestory roofed diner type A-28 229 “Shashi” in positions 4th and 5th in the train. In 6th place is the elliptical roofed lounge-car 698 of type B-5. No doubt much fun was had in that lounge during the trip.

42. Apart from the train to Koffiefontein from Springfontein, there were also shorter workings to Fauresmith (trains left Springfontein chimney first and the locomotive was turned at Jagersfontein so they only ran 8 miles backwards). This is the only photograph we have seen of one of these workings. It is about to turn off Voortrekker Street and enter the station precinct. March 1981

43. An image from DRISA (courtesy of Johannes Haarhoff): A CSAR class 8L-2 (identical to Beatty's CGR 8th class 4-8-0s) rolling the daily mixed down Voortrekker Road, Fauresmith, trailing a few goods wagons and an untidy rake of ex-ZASM coaches. The railway was opened to Fauresmith in 1906 so this photo would date between then and the formation of SAR in 1910. It should be mentioned (as here depicted) that CSAR kept its locomotives immaculate, extending to polished brass numbers, boiler bands and domes.

44. The sun miraculously broke through an otherwise cloud filled sky as the daily mixed headed to Koffiefontein, seen here between Fauresmith and Allep. The class 19D has a cylindrical tender of type MX which had a water capacity of 6500 gallons.

45. The sun has risen slightly higher by the time the mixed departs from Bellum bound for Koffiefontein in March 1982.

46. Only a mile to go as the sun provides a bit of glint on the last curve before Koffiefontein. March 1982.

KOFFIEFONTEIN at last!

47. The railway reached Koffiefontein in 1915 but Glen arrived there 58 years later:

"Departing Springfontein four minutes late at 0304 on 17 November 1973, the daily exc Sunday Train No.973 with a load of 14=25 including four passenger vehicles arrived at Koffiefontein thirteen minutes early at 0730. The domeless 19D 2534, with a coal trimmer in the tender, is making up the return train to Springfontein" [14=25 is concise Aussie for telling youse there were 14 [equivalent bogie] vehicles on 25 axles]

48. Here is Glen's studious account of the return journey:

"[The daily (SuX) mixed] No 976-up Koffiefontein to Springfontein has been assembled by 19D 2534 and is waiting time for departure on 17 November 1973. The consist, from the rear, was V-8 90-030915 23+5t, 6000 29t 1/2/3 NW, 2831 40t 1/2/Van, T2-3 14-013266 24+29t, 6=9 freight for a total of 10=17 vehicles. This consist was unaltered through to Springfontein with stops being made only for passengers, engine requirements and waiting time. Departure was two minutes late at 0942. Is car No.6000 significant?" [see the note above re Aussie load calculations and perhaps the main significance of 'car No 6000' is it was an apartheid-era vehicle providing 1st-class accommodation for whites, and 2nd- and 3rd-class for other shades]

49. Approaching Fauresmith on a miserable day was 24 3649 with the daily mixed from Koffiefontein.

50. The cloudy day heralded a tropical downpour (see the Fauresmith shots). 24 3649 with quite a hefty load, October 1968

51. It's starting to drizzle....... By the time #3649 had finished shunting Fauresmith the heavens opened.

52. Taking water at Fauresmith. Charlie's Dad was there on a different day. The weather wasn't much different but the engine was 24 3642.

53. Double heading was rare on the Koffiefontein branch but to get 2682, which had worked the “Old Koffiefonteiners” special, back to Springfontein, it double headed with the return daily except Sunday mixed from Koffiefontein, seen here at Fauresmith. 1973

54. Fauresmith station in the days before the Road Transportation Act had taken things over. From milk to dynamite, only furniture was allowed by road without a permit*, and SAR made sure they were very hard to get. Btw, those milk churns were full, but explosive wagons were empty, on their way back to African Explosives and Chemical Industries at Firgrove (on the Somerset West line out of Cape Town).

*It should be mentioned that even furniture had to go by road according to the 1931 Road Transport Act. But SAR broke too much furniture and suffered too many expensive claims so they gave this lucrative category away during the 1950s.

55. Plenty more shunting at Fauresmith. Note all the local goods traffic on the right. Before SAR became SATS they would scorn this business.

56. A tranquil lunchtime at Fauresmith sees 24 3642 and crew taking a spot of lunch after shunting the goods-shed siding. The shed is typical of many more branch line structures countrywide - note the scales, fire-extinguisher and barrow. The mixed, parked off while shunting is in progress, comprises several essential items: Goods type V10 guards van, UCW tin coach, TZ cooler van for milk and cream and the usual assortment of goods trucks.

57. Re-assembled and ready-to-go. And it all took only 20 minutes (well, perhaps a little bit more).

58. Fauresmith yard end and 976-up, engine 24 3642 are edging towards Voortrekker Street at 5mph.

59. In Voortrekker Street, heading for Town Hall......

60. Notwithstanding Syracuse, Port Pirie, Bad Doberan, Agnita and a host of others, they used to boast that this is the only town in the world with a railway running up its main street. Worth mentioning: Fauresmith only gained a tarred main thoroughfare in the 1970s!

That's the cute little Post Office on the left.

61. Awaiting its 'restoration' preparatory to being stuffed and mounted outside the City Hall, 8BW 1153 was parked at Fauresmith station on 17 November 1973. Train No.976 with 19D 2534 is sitting behind the 4-8-0. [CSAR class 8Ls had been the initial power on the line when it opened in 1904 - see photo 43 above]

62. Coming through the town garden, where #1032 (or what is left of it) is today plinthed.

63. Passing City Hall

64. Lovely rose garden on the left, Bottle Store on the right and water water everywhere.

65. Fauresmiths only hotel on the right. Trains stopped here by special request (genuine).

66. By golly it was wet (and cold) that October day in 1968. The English version of the sign says: "FAURESM.TH ACCEPT ROAD SAFETY".

67. On a pleasanter day a more usual 19D is bringing a much heavier mixed up the 1/60 of Voortrekker Street. Have I mentioned this street was only tarred in the 1970s. On a hot day the melting tar didn't do much for adhesion.

68. Back to that rainy day and 976-up is finally leaving town.

69. My Dad's train (or rather, the one he was following) drawing into Jagersfontein.

70. "Having stopped at the entrance to Jagersfontein at 1159 on 17 November 1973, 19D 2534 cut off its train and visited the triangle for engine requirements for twelve minutes. Rejoining the train then gave an eventual arrival into Jagersfontein one minute late at 1213 and a departure three minutes late at 1230. I did not have to leave the train to take this photograph as it was taken from the comfort of my carriage compartment."

[Note the mine-dump; right background (De Beers had two diamond mines in the Orange Free State - at Koffiefontein and Jagersfontein). The stopblock at the end of the triangle tells us the extension that served the mine (about one mile) away had been closed by this time.]

71. Allen's photo shows 976-up about to cross the actual Phillipolis Road. Until the end of the sixties it was the N1!

72. Shunting Phillipolis Road.

73. When this picture was taken in 1969, Bloemfontein had an allocation of 7 (later increased to 12 by March 1972) class 24’s for use on the five OFS branch lines served by Bloemfontein shed, namely Aliwal North, Maseru, Ladybrand, Winburg and Koffiefontein, along with 10 class 19C’s, 13 class 19D’s and 6 class 8’s. The unexpected earlier than originally planned dieselisation of some of the branch lines served by the Bethlehem depot, rumoured to be attributed to political pressure brought on by local farmers to avoid the risk of veld fires, resulted in the transfer of 12 class 19D’s from Bethlehem to Bloemfontein during August and September 1972. This allowed for the gradual release of the Bloemfontein class 24s to the Eastern Transvaal, Cape Northern and Cape Midland Systems. By the end of April 1973 there were none left at Bloemfontein and only three of the original 11 at Kroonstad. These three were also transferred away by August 1973, thus eliminating the class from the OFS System. Here the mixed from Koffiefontein behind a class 24 is standing at Springfontein to allow passengers, parcels and milk cans to be transferred to train 36-up and they have a generous 25 minutes to complete the task.plete the task.

74. Apart from an interlude with class 24s, this was a typical line up at the shed for the decade from 1963 to the end of steam on the main line in 1973 - i.e. 19D (up to four), 16DA (wide or narrow firebox) and a 23 (for trip-working, usually one but sometimes two). There were also visits from Burgersdorp by 19As (later, 19Ds) with the daily T&Ps. The hill known as 'Gibralter' is in the right background.

75. Although the mainline northwards was CTC it was (and still is) single track, as are the lines to Noupoort and Burgersdorp. Engine failures on busy single track main lines could be disastrously disruptive so there was always a 23 in steam on stand-by in Springfontein.

76. What a come-down from the fast passenger link! Just in with 994, the daily (SuX) pick-up from Noupoort, is 16DA 879, bumped off long-distance main-line passenger trains these past twelve years. This was April 1968

77. Groomed, coaled and ready for tomorrow morning's 996-up T&P to Bloemfontein. Should be there by nightfall.

78. Overall view from the south-east side showing from the left; the signal cabin, the east yard ladder of points, coal stage, running shed and triangle. Note the ash heap, by no means as bulky as could be expected. This was because ash was the go-to fill material for the civil engineering department, especially for washaways. Those DZs filled with ash (right background) would be waiting for just such an event.

79. Not nearly as classy as my Dad's photo but a closer up view from the coal stage. Meanwhile, all the old headlights have been replaced.

80. A wide-firebox 16DA waiting for tomorrow's working (locomotive utilisation was less critical by then).

81. Springfontein shed was reasonably tidy. That pile of splintered sleepers was for firelighting. A class 24 off the Koffiefontein branch is relaxing at the coal stage.

82. Two 24s and a 19D awaiting their next turns of duty.

83. 19A 709 turned, watered and ready to go home. Burgersdorp engines were usually a treat to behold, whether it was their 15ARs for the main line or 19As for lowly wayside work.

84. On the left, being re-coaled is 19A 709 and on the right, getting ready for a short working to Jagersfontein, 19D 2723, March 1968.

85. Our Burgersdorp friend again and that's her regular driver getting her ready to go back home.

86. Not one, but TWO GEA's on transfer from the Natal North Coast to Cape Western in mid 1969 (4031 on the left & 4023 on the right).

87. Sorry guys. I just could not resist that beautiful engine.

88. This was GEA 4023 about to head off down the lonely road to Cape Town, Paarden Eiland.

89. "Dieselisation had begun by 17 November 1973 as 34 247 with 34 202 hidden behind the water tower at Springfontein with, as noted in my times book, a goods train but is probably a coal train." [So here we have an accurate date, thank you Glen]

90. Refer Glen's caption to his photo 89 above.

BACK ON THE OFS MAIN LINE: SOUTHWARDS FROM SPRINGFONTEIN

Most of the following scenes were recorded during the last five years of steam operation (if you want to see what happened please refer to Glen's photos 89 and 90 above). Many were taken on the newly re-aligned and regraded section from Springfontein to Noupoort which improved its carrying capacity (and speed). Compare the countryside with the description given in the French Colonel's diary.

R.I.P.

We dedicate this section to the everlasting memory of the men who straightened it all out: the late Messrs Helmuth Hagen (who retired as General Manager, Operating; Philip Venter (who retired as Regional Manager, Western Transvaal, which during his reign was the busiest and most important of all regions of South African Transport Services); and Trevor Lowry, (who as the Senior Engineering Assistant did all the field i.e. donkey-work). A better team to do this job could not have been assembled.

91. 3-down leaving Springfontein. This is not a re-creation.

But it puts the end of an era indelibly in the mind. It was taken in January 1973 and on 16 November 1973 you would still have been able to replicate it. On 17 November, never again - ever. Fan trips and rail tours don't count. If you doubt this please look again at Glen Mill's pictures 89 and 90 above

The 23 in its workaday clothes, the assortment of clerestory coaches (aren't they beautiful), the village school building, the starting semaphores, the iconic (hate that over-used adjective) CGR water tank, all this and a host of other stuff, including the station buildings, signal cabin, goods yard, loco shed and coal stage have been spirited away. Even the CTC.

92. Elstow: 23 3258 with 7001-down crossing an unrecorded 23 with 2994-up, a short working from Donkerpoort. March 1968.

93. Elstow, 23 3258 with 7001-down crossing 02794-up block load of traffic from the Cape Midlands to the Western Transvaal. March 1968

94. They made a fine combination. 16DA 878+23 3223 with 02794 block load of Midland traffic for the Western Transvaal in March 1968. Note the state of the engines. This was during the unprecedented traffic growth of the sixties and the tail end of the locomotive utilisation program which was only ended by massive electrification projects and the beginnings of dieselisation.

95. Approaching Priors: wf 16DA 879 passing Elstow Koppie with 995-down T&P, April 1968

96. Approaching Elstow: wf 16DA 878+23 3223 with 02794-up block load of Cape Midland traffic for the Western Transvaal. March 1968

97. The same train as in photo 91 drops down toward Priors and the more interesting part of the line, with its rolling hills and valleys under a crystal-clear sky. The leading third-class steel coach is of type H-24 already described in System 5, Part 5, photo 8. The second coach is one of those beautifully proportioned CME Mr D. A. Hendrie’s standard balcony coaches with swan neck ends to the clerestory roof of 1912 design, this one a second class of type E-12 #1615, one of the last of the type to be built and placed in service as late as November 1928. The third coach barely visible is a type D-32 composite #8535 and is probably the coach from Durban given its position in front of the train, having been added at Bloemfontein. It represents the last of the timber-bodied main line coach designs with a square ended clerestory roof and square ended lower roof over the vestibule door and was placed in service in 1953. Another distinctive feature of these vehicle was their number on fixed glass recessed in the fascia board illuminated from behind by a light bulb at night.

Excerpt from topographical map 3025DA courtesy of the Chief Director, Surveys & Mapping, Mowbray, Cape, showing the original alignment and the deviation straight through the nose at the end of the koppie thus forming the second railway tunnel in the Orange Free State when it was opened in 1972.

98. Before the Orange Free State's second railway tunnel was built trains had to detour around the prominent nose of the koppie just north of Donkerpoort. This is clearly shown on the extract from the topo map as well as on Bruno's map in the introduction to this chapter. Northbound trains had to get around these tight curves on a 1/80 uncompensated gradient, its severity marked by continuous deposits of crushed sand along the bottom flanges of the rails.

The wide-firebox 16DA (number unknown) was coasting downgrade with 995-down T&P in March 1968.

99. Running on random days in the path of 7091-down fast goods this mysterious train was said to be conveying gold bullion but we never could get to the truth of it without sounding over curious during a time when the government was having to wriggle every which way to make Dr Verwoerd's dream come true. On this occasion the locomotive was 23 3222.

100. 25NC 3410 heads the southbound ‘Drakensburg Farewell' out of Donkerpoort tunnel in July 1995. This is the same train you can see in Dick's spectacular photo 107 at Norvalspont.

101. 23 3222 with 3-down Cape Mail descending towards North Bank and Norvalspont, just a few miles ahead.

102. E H Short puts us in Norvals Pont (original CGR spelling) before the war. A peaceful time that completely belied the forthcoming hostilities - the ramifications of which are still tangible.

103. In July 1960 Charlie's Dad crossed this 16DA on a southbound (down) T&P hogging the platform road at Norvalspont while 1300-up that he was travelling on was taking water at the northern end of the loop.

104. 23 3250 with train 1303 to Mossel Bay replenishes water from the Orange River at Norvalspont in February 1969. The locomotive does not appear to have stopped in the correct position given the overflow at the rear side of the tender and the fireman’s apparent lack of concern as he sits on top.

105. Harald got this shot of 23 3280 with 1303-down taking water before he raced off to get into position for photo 108 below.

106. In December 1971, 16DA 871 on a down T&P was shunting Norvalspont when 23 3227 rolled in with 1300-up, the Mossel Bay -Johannesburg express.

107. 25NCs make three appearances in this chapter. See if you can find them! : No 3410 leaving Norvalspont southbound, beautifully photographed by Dick Manton on the Drakensberg Farewell railtour run by Messrs Phillips and Middleton in July 1995.

After taking photo 105 Harald would have driven along a construction road shown as a dotted line alongside the original main line out of Norvalspont, shown as a series of dashes linking up with the present day main line at Doringkloof, where he took the photo below.

108. After taking photo 105 Harald drove along a construction road to the site of the huge cutting at Doringkloof being dug to flatten the southbound grade out of Norvalspont. Here he photographed 1303-down with 23 3280 on a temporary deviation through the kloof.

In mid June 1972, to facilitate the digging of the cutting, the main line was moved to this deviation on a 5-chain (100m) radius curve entailing a 10mph speed restriction.

And thereby hangs a tragic tale. A few days after that, the 23 on a down goods was scheduled to return to Bloemfontein on 1300-up but was failed at Noupoort. At this time diesel crews from Noupoort were being familiarised with the run to Bloemfontein preparatory to its forthcoming dieselisation. On that particular day, in haste, the double 33s off a De Aar-bound freight were commandeered, along with their crew, to take over 1300-up. The crew were familiar with the road but had not worked that way for the previous three weeks, during which time the temporary deviation with its acutely radiused curve had been opened to traffic. Upon departure the crew were handed the vital YQ-order advising of the 10mph speed restriction at Doringkloof. For some reason, either they did not read the notice or they forgot about it and they were running at line speed when they hit the curve. We are told that the accident occurred on 3 July 1972. Seven passengers perished and 13 were injured requiring hospitalisation.*

*Source: South African Railways & Harbours annual report for 1972/73; Accidents; page 55 (thank you Piet Nel)

109. A southbound freight rolling into the brand-new station at Van Zyl, about to cross 23 3259 with up empty B bogies. The old station, track already uplifted, is on the left.

110. Van Zyl: an unknown 23 bringing 1303-down, the Mossel Bay express, through the Oorlogspruitpoort in December 1971.

The juxtaposition of the old Agtertang and the new are clearly shown on this extract from Topographical map 3025CB. Note that the map still uses the Dutch spelling of Achtertang which, of course, was the spelling the CGR used when they built the line in 1891/2, named after the farm of the same name situated at the eastern end of the Oorlogspruitpoort.

This poort was the scene of heavy fighting as related in Allen Duff's definitive history of Boer War activity in the area: "Boer War Narratives of the Cape Colony"

111. How the mighty have fallen! Once a sort-after express passenger engine, by the late sixties 16DAs (shown leaving new Agtertang) had been relegated to T&P service. Note the 4-wheeled short wagons, very much favoured by farmers. System correspondence at this time described these locomotives and the 16Es as having limited use on the OFS System, only suitable for suburban service around Bloemfontein (which in any event was withdrawn in December 1972) and light goods trains.

112. The Cape Mail, 3-down, on its way south, with 23 3253 using the new alignment through Oorlogspruitpoort on 31st December 1972. The formation of the original CGR route, recently replaced, is visible, lower right.

113. Another perspective on this interesting location, showing the original CGR route through the poort more clearly and, unusually, water in the Oorlogspruit. The train is a heavy 1303-down on its way to Mossel Bay, not surprising since it was the December holidays in 1971.

114. On its southwards journey to Noupoort in July 1999, the 'Indian Ocean Limited' railtour organised by Messrs Phillips and Middleton with 23 3300 (it was the regular engine of driver Crouse at Kroonstad and always immaculate), crossing the Oorlogspruit at Agtertang. Under the last span of the bridge, partially obscured by poplars, is the abandoned formation of the railway through old Agtertang (see map extract above and photo 116 below).

115. The lands of Achtertang farm are on the left and to the left of them, out of sight is old Agtertang station, of which we shall see more in due course. The train is 02371-down block coal for the Cape Midlands but only the identity of the front engine is known: 23 3223; the 2nd one is a mystery. In the background, above the boiler of the front engine, is the bridge depicted in photo 114.

116. A few weeks before the opening of the deviation to ease the tightly curved CGR route through the Oorlogspruitpoort I went there to record this historical location before it disappeared off the railway map. Old Agtertang was perhaps my late father's favourite station - he took many photos there, of which I have so far only been able to find one (see our return journey from Noupoort further on).

Talking about tight curves, how about this one: fifteen-chain radius with a speed restriction of 20mph - on the main line nogal. This picture showing an up goods departing past Agtertang's lovely lattice-post semaphore home signals, was taken from the newly constructed but at this time not yet opened concrete bridge (for the opened one see photo 114).

117. 23 3253 with a down goods on the newly deviated section between Joubert and Colesberg in December 1972.

118. Also between Joubert and Colesberg. There was one thing better than watching a 23 on a heavy freight: watching two of them......

119. This is the same train as in photo 104, here standing at Colesburg. Peter was a passenger on the train in the steel coach on the right, a type C-35 being of the first series of first class main line coaches built by UCW at Nigel, 112 of which were placed in service in 1963/4. There is no doubt a seasoned traveller in compartment E with his water bottle, of a type some people used to hang over their car front bumpers years ago on long trips, hanging precariously from the pinch blind in the compartment. The dining car is of greater interest, being type A-31 246 “Khubusi” with kitchen car 330 (closer to the camera) of type AA-32, being one of 11 such double diners placed in service between August 1942 and May 1943, this pair being the last in service. The types were the only timber bodied double diners built with elliptical roofs similar to suburban coaches and were the last timber bodied diners built for the SAR. Numbers 246 and 330 remained coupled together for their entire lives in service, unlike the mismatched pair in photo 120.

120. A beautiful array of clerestory stock, marred by a solitary UCW tin monstrosity, trails the rather unkempt 23 working hard away from Colesburg with 3-down, the Cape Mail. The same train is featured in photos 91 and 97.

An interesting point is that the elliptical-roofed kitchen car is not coupled to its own dining car but to the clerestory diner "Shashi". The story of how this came about makes interesting reading on pages 162/163 of Les Pivnic's definitive "Railway Dining Cars in South Africa". In a nutshell, dining car 229 “Shashi” of type A-28 lost her kitchen car 284 type AA-29 to dining car 223 “Toise” when the latter’s kitchen 278 burnt out at Lobatse on 29 September 1962. Clerestory roofed 223 was then coupled to rebuilt kitchen car 294 of type AA-39 which had an elliptical roof, the only such mismatch that occurred in terms of these vehicles.

121. A little further on from the last photo, but in the afternoon, showing 23 3255 working the 1/80 out of Colesburg.

122. Train No 02331-dn block coal for the Cape Midlands with 23s 3223+32XX approaching the summit before the descent to Hugoslaagte.

123. 02371-down leaving Hugoslaagte (renamed from Rensburg in 1971) with 23s 3279+3243 on a block load of general freight for the Cape Midlands, December 1972.

124. Parcels train 7703-down heading towards Arundel. As a result of a rationalisation of motive power on the OFS System in mid-1968, Bloemfontein’s two remaining class 15F’s were transferred to Kroonstad, leaving Bloemfontein with an allocation of 90 class 23’s, peaking at 101 in March 1969. By September 1972 this had reduced to 80, 35 of which were allocated to the Bloemfontein – Noupoort section. These locomotives performed well and were very popular with their crews. By early 1973 class 15F’s were again beginning to be allocated to Bloemfontein, bringing to an end the monopoly the class 23’s had enjoyed.

124a (this terrific picture is a bonus): Only two modern steel vehicles are in the consist of 3-Down as it approaches Arundel early in 1973. The locomotive is 23 3235 probably in the capable hands of Kallie Ludick of Bloemfontein who kept her immaculate for more than ten years. 3-down is about to cross 36-Up whose short consist that day happened to include a double diner which only happened twice, thus a very rare occurrence, no doubt running spare back to Johannesburg. The type A-31/AA-32 elliptical roofed timber bodied double diner on 3-Down was only attached twice/week for Mossel Bay and twice/week as far as De Aar - to be sure, preparations were already underway for the serving of lunch. The lack of smoke from the kitchen car is a clear indication that the coal stoves have been replaced by those using gas. The train has two baggage vans, one for Cape Town and the other for Mossel Bay. At Noupoort coaches for Cape Town will be removed and added to train 4-up for Cape Town while the rest of the train will depart for Mossel Bay.

125. 1303-down, the Mossel Bay express, is departing from Arundel and in the process overtaking what looks like 02331-down block load of coal for the Cape Midlands hauled by 23’s 3266 and 3271 while another train heads north. Arundel is busy this morning with a triple meet.

One can almost feel the gentle swaying of the coaches as they rumble over the ashpits, clear grinding sounds as the wheels pulverize even more ash and roll over rail imperfections left by eager drivers slipping the driving wheels in their haste to get to Noupoort and a bit of rest. One can also hear the shouts from the perway gang, busy with some maintenance activity but always ready to give a cheery wave. Note the reservation cards in their clips in the adjacent coach, flapping in the wind and bending backwards because of the train direction, soon to be dirtied by inclement weather and brake block dust.

126. As you see in this photo by my late Dad, 15Fs were still working the main line south of Bloemfontein in the mid sixties. This one was crossing 1303-down at Tweeddale in July 1965. And how much better did our trains look with match-boarded stock?

127. And so we finally arrive at Noupoort. A striking photo of the home signals at sunset by SAR's official photographer (no date). The line on the left goes to De Aar and the one on the right to Springfontein, Bloemfontein and Pretoria.

128. This picture was also used in our chapter on the Port Elizabeth main line. I can do no better than repeat the caption used at the time: "In the winter of 1970 a grimy 23 from Bloemfontein, No 3234, rolls into Noupoort's old reception yard while another 23 waits to take northbound coal empties back up the Orange Free State main line. In the left background, newly transferred from Queenstown as a result of dieselisation of the Cape Eastern main line, is a 15AR on yard pilot duties. The weird-looking sort of truncated porter's barrow in the left foreground is a home-made contraption for carrying cast-iron brakeblocks. They were replaced here in their tens of thousands in steam days, Noupoort being at the top of a 250-mile downhill run to the Bay.

During the 1970s composition brakeblocks using a similar material to that employed by trucks and motor cars were introduced and within a couple of years had replaced the traditional cast-iron blocks. This saved a lot of money and, of course, the savings were compounded by the diesel's ability to use dynamic braking. Iron foundries at the Mechanical Workshops were mostly closed down and all of a sudden track ballast took on a different hue, no longer stained by rusting iron filings."

Two more comments: note the completely empty tender of the arriving engine which has just hauled 1080 tons over an undulating 180 miles from Bloemfontein, and for the spectacular departure of the 23 blowing off in the background please see photo 139 below.

129. SAR in its heyday. What looks like 3-down has just arrived from Bloemfontein with a spanking 16DA in charge. The photo came from the Transnet Heritage Library via DRISA but has all the hallmarks of one of our best railway photographers - Arthur Arnold.

130. Having brought Les from Johannesburg in 3-down overnight, 16E 856 "Kroonstad" was resting outside the SAR shed at Noupoort in December 1958. Note the empty coal bunker! In the left background what looks like a 16DA is standing outside the western end.

For 33 years, from 1940 until 1973 the SAR's finest passenger engines were regular callers at Noupoort, only in their last three years were they downgraded from the top-link.

131. Big engines at the western end of Noupoort (Midlandia) shed - all ready for the road. Two 15Fs and a 23 to be exact. Only the 23 justifies using this picture here as the 15Fs would likely have been employed on the Midland main line.

132. A serene view of Midlandia shed in the mid-sixties with no sign of the storm that soon was to befall the 15Fs working the Port Elizabeth main line. The 16DA (looks like 872?) has been coaled and watered and is ready to go back to Springfontein with 994-up T&P.

133. Noupoort at the turn of the 19th century, with the Free State and Transvaal Republics already at war with Britain. The locoshed is at the far end of the main platform.

134. The original CGR locoshed at Noupoort (or Naauwpoort as it was then) by their official photographer E H Short. The CGR favoured turntables and almost every locoshed had one. Note the water tank on its dressed sandstone base; this one didn't last much into the SAR years unlike the one at Springfontein which was used right into the 1980s.

135. A scene from the Art Deco age when everything seemed neat and tidy. What looks like a 15CB (but it could be a 16D, the two classes are practically indistinguishable when viewed head on) is awaiting the "Right Away Driver!" while some last-minute luggage is being loaded. Having recently arrived from Pretoria as 3-down the train has reversed direction for the short run to De Aar (note the van at this end of the train). It will be identified as 4-up for the rest of the way to Cape Town, where it will arrive shortly after 2pm tomorrow.

The engine on shed in the background looks like a class 10A or 10B Pacific. Some of these super engines were stabled at Bloemfontein from c 1911 until finally bumped off main line passenger work in the 1930s

136. The little hokkie that served as a bookstall on the main platform at Noupoort. Momentous news in May 1945.

137. February 1970 at Noupoort and by now the main line to PE is diesel but 23s from Bloemfontein will be calling for a few years yet. This one is coming through Noupoort from Midlandia with up general goods for the Transvaal.

Prominent in the background is the concrete coalstage of the locoshed that took over from the CGR's stables c 1930 when the run-through depot was built. The coal-stage still stands, perhaps as a memorial to the countless steam engines that drew sustenance from it. Unlike Touw's River's towering white elephant that was used for seven years and stood for twenty before being demolished, Noupoort's one was used for 35 years before being superseded by the new steel facility at Midlandia which was also used intensively for only seven years and thereafter only to feed Noupoort's small fleet of shunters. Back to this picture: the vacant ground this side of the coal stage is the site of the engine shed depicted in photos 130, 131 and 132.

138. Class 12R 1505 shunts timber bodied clerestory coaches at Noupoort in February 1969. Midlandia depot had an allocation of 5 class 12R’s, by then used for shunting, these engines having been replaced by class 15F’s on the main line to Port Elizabeth. The coach coupled to the engine is a type H-21 third class.

139. Some people have all the luck. 16E 856 "Kroonstad" piloting a 15F in working togs about to take Les to Bloemfontein in 436-up in December 1958.

140. And some people have even more than their fair share. The date of this slide by Charlie's Dad is not known but it records another time (probably the first) that he was hauled by double 16Es. Since it is clearly a mid-afternoon in Noupoort the train can only be 1300-up, the Mossel Bay-Johannesburg express. The photos of double 16Es in Part 5 of this chapter show them hauling a 16-bogie 438-up on its way to arriving in Bloemfontein at 08h00. So my father rode behind double 16Es twice but I never had the good fortune to be drawn by even a single 16E on this route.

141. When it came to luck, Les was not to be outdone. He shot this rare combination of a Noupoort 15F piloting a De Aar 25NC on an extra-heavy holiday 6-up in January 1968. While this fact is not specially relevant to this chapter, the 23 about to depart for Bloemfontein is. Yet another scene depicting what a busy place Noupoort once was.

142. While on the subject of luck; during the course of more than a dozen journeys over this route (each way) between 1952 and 1973 I was hauled by a 15CA (once each way, in 1952), 15Fs and 23s but never even blessed with a Pacific, let alone a 16E. The 15F departing with 1300-up was shot in March 1960 when, having come in on this train, I disembarked and was on my way to Port Elizabeth on 119-down in the opposite direction. How tidy everything looks.

143. Some among us have all the luck! Here is Dick's account of how he came to get these classics of wide-firebox 16DA 'Theodora' about to take a freight from Noupoort to Bloemfontein:

"After chasing 16DA 879 southbound from Kimberley to De Aar on the Sunset Limited in April 1979 and a meeting of the enthusiast clans for dinner in the De Aar hotel, I stayed overnight in Noupoort as I had to return back north the next day. On looking in at Midlandia the next morning I found to my great surprise and pleasure that 879 was due to work a loaded freight back to Bloemfontein as a test for its use later in the Tour from Noupoort to Bloemfontein. This first shot shows the loco about to depart from Midlandia yard."

144. Having just received his orders the driver of this Bloemfontein-bound 23 could not avoid a gigantic slip in the drizzly weather.

145. With the help of some sand the crew get their empties under way.

146. The best of the 1300-up departures we have shown is this one taken on New Year's eve, 31st December 1972 - Harald was surely one of the all-time great railway photographers.

147. 'The RJM Special' departing from Noupoort in typical Manton weather.

148. A pair of 23s lifting 700-up out of Noupoort. Being popular with its customers, this fast goods was restricted to high-rated traffic and almost invariably was heavy enough to require doubleheading. Here are the notes about it in the Working Time Book:

"Conveys traffic in bogies from Port Elizabeth. The priority of traffic is: (1) High-rated traffic (2) Parcels, mail and periodicals (3) Fish traffic (4) Interport traffic (5) Tourist motor cars (6) Livestock (7) Perishables (8) Spare dining saloons and empty saloons. Must be expedited and receive preference over other goods trains"

149. Altever: northbound mts on the new alignment with recently abandoned old route in the foreground.

150. Arundel. Wide-firebox 16DA 879 'Theodora' taking water while working 'The Sunset Limited' in April 1979

151. Appropriately, 'bopens' [= paunch] was the railwaymens nickname for a wide-firebox 16DA. They had 60 square feet of grate and were the first SAR engines to reach this figure.

152. Yesterday we followed this photogenic pairing of Pacifics down from Bloemfontein. Today we're going to follow them back, at least until nightfall, on their last ever revenue run, March 1973. They were given quite a posh train: fast freight 700-up (see photo 146, above). With the mountains of Noupoort already quite far behind, 16DA 872 + 16E 857 were making a brave show with this heavy train up the 1/80 out of Hugoslaagte (formerly Rensburg), March 1973.

153. A final shot of 879 on the test run cresting the summit between Arundel an Colesburg.

154. The original CGR station at Colesberg. It was situated 2½ miles from the town and opened in 1883. This fine old glass-plate photo was made by E H Short in 1896. Colesberg koppie is on the right. When the main line was continued past Colesburg it bye-passed the town which then became situated at the end of a short branch line. This was closed in 1931 and the junction became Colesburg station.

In November 1899 General Schoeman set off from his base at Donkerpoort. Practically unopposed he marched into Colesberg to a big welcome from the local Boer community. Then, inexplicably, he seemed to get cold feet. Instead of linking with Cronje and heading down the Cape Main Line to Cape Town he stalled his troops, sat back and waited for the British soldiers to arrive. Which they did - in numbers.

155. The RSSA's farewell special featuring 16DA 872 + 16E 857 bringing 700-up around the sweeping curve on the new alignment out of Colesburg, just out of sight on the left. The formation of the old line into the town (uplifted in 1931) is clearly visible above the train.

156. A few miles further on 700-up passed this farm dam.......

157. Joubert: 23 3229 'Springs' with an up goods approaching the siding in March 1972

158. 1300-up arriving at old Agtertang, July 1965. This was my father's favourite station and he never missed an opportunity to grab a photo there. Unfortunately I have only been able to find this one.

159. Old Agtertang when it was still Achtertang, i.e. still quite new as photographed by E H Short in 1896. The locomotives are CGR's Beatty-designed sixth classes.

160. Idyllic old Agtertang a few weeks before it was made redundant by the major deviation through Oorlogspruitpoort.

161. Only ghost trains call here now. Old Agtertang c 2015 by Allen Duff.

162. Within a month of the opening of the new line the old one had been uplifted and removed, its formation clearly visible on the left. This was 23 3292 approaching the recently-opened New Agtertang with an up goods in March 1972.

163. An up goods coming through Oorlogspruitpoort on the new alignment in February 1973. It has just passed the outer-home and distant for the new Agtertang station.

164. New Agtertang: 23 3292 approaching the home signals with an up goods in March 1972, shortly after the big deviation through the Oorlogspruitpoort had been opened. The old sharply-curved formation can be seen just beneath the new embankment in the background.

165. New Agtertang: 23 3287 with 1300-up approaching the home signals, February 1973.

166. By the time 700-up reached the recently-opened New Agtertang it was running late - it seemed the 16E was ailing.

167. Getting under way from Van Zyl is 23 3259 with the same train that we showed crossing a southbound freight in photo 109.

168. Big engine, short train. 36-up was even shorter than usual on a Sunday without the through coach from Port Elizabeth but here was compensated by the addition of a workman’s caboose being returned to Bloemfontein in June 1973.

169. Peter could not resist the going away shot of train 36 in photo 168 with those magnificent clerestory coaches. Behind the engine is a type H-21 3 rd class while the second is an earlier version of the same type but having had the original “bull-nose” ends squared off during a heavy overhaul in line with coaches built after 1949. This was done only when the ends needed extensive repairs. Note the difference in size of the battery boxes on these two coaches. The third coach is 1549 of type E-12 being from an earlier batch to the one described in photo 97. No less than 353 of this type were built between 1912 and 1931. The fourth coach is a type D-32 composite 1st and 2nd , being one of a batch of 35 built by the Birmingham Railway Carriage and Wagon Co, placed in service in 1937. Note the Watson bogies! There is a better view of this vehicle in photo 197.

170. The Mossel Bay - Johannesburg Express, 1300-up climbing away from Van Zyl towards Norvalspont, the clean stack belying the gradient and effort being exerted. March 1973

171. Norvalspont in July 1958 when it still had Fairbanks-Morse fast-watering columns, with 16E 855 'Johannesburg' and 1300-up in more rural surroundings.

172. No date on this slide by my Dad, but he travelled on 1300-up almost every year between 1949 and 1968. This one of the northbound train standing in Norvalspont station shows the new livery already looking weatherbeaten so it would have been c mid-sixties.

173. Some 15 years after photo 171 steam had only a few months to run on the south main line. Norvalspont had gained a set of watering gantries that enabled double 23s to be watered simultaneously but random heaps of ash were starting to make the place look shabby. In any case a new station on a new alignment was already being built about a mile from the old station.

174. With the Verwoerd (now called 'Gariep') dam construction only 5 miles away, Norvalspont was the natural collection point for its cement supply. That's what all those large tanks on the right are for. 23 3257 is filling up for the 34-mile, 1000 foot climb to the Orange/Vaal watershed at Springfontein, much of it on 1/80.

175. 23 3257 clearing her throat before tackling those daunting 34 miles through the hills to Springfontein. That's the old Glasgow Pont hotel dating to 1840 with the orange tiled roof in the left background. The bridge that replaced the pont in 1890 is just out of sight to the right. In a website published by David Frandsen there are fascinating (and distressing in the case of the Boer War notes) historical details about this place which for nigh on 100 years was a mandatory stop for steam locomotives for watering and servicing.

A visit to this site is strongly recommended: https://www.karoo-southafrica.com/eastern-upper-karoo/norvalspont/history-of-norvalspont/

176. The same train as in photo 170 has now arrived at Norvalspont, itself a beautiful station in the valley of the Orange River, situated on the south bank and nestling between the hills typical of the southern Free State. No wonder they called it the Orange River. That water pouring into the tender has a very distinct orange colour [OK, OK Pete, you haven't mentioned they softened the water with tannin......]

177. The original (on the left) rail bridge at Norvalspont, now used as a road bridge, and the 'new' one built 1936/8.

The original bridge was opened in 1890 but was dynamited by the retreating Boers under Generals De La Rey and De Wet on 5 March 1900. British soldiers built a makeshift pontoon bridge by the end of March 1900 which allowed locomotives to cross, somewhat gingerly one would imagine. Soon after the war's end in May 1902 the three spans blown up by the Boers were restored.

Here is the record of the [modern] replacement bridge as it appears in the General Manager's report for the year ended 31 March 1936 (Bridges and Culverts, page 24):

“Among the more important works being financed from the provision for bridges and culverts are:-

Norvalspont….Replacement of Bridge £61 000

Upington………Replacement of Bridge £66 510

The old bridge at Norvalspont is [to be] acquired in situ for road purposes by the Public Works Department. In terms of the agreement between the Public Works Department and the Administration the amount to be paid by the former for the old structure is approximately equivalent to the difference between the cost of the new bridge and the estimated cost of reconstructing the old one to take an axle load of 22 tons. The new bridge will be capable of taking axle loads up to 25 tons.”

Report of the General Manager for the year ended 31st March 1937, Bridges and Culverts, Page 44:

“… the old bridge at Norvalspont cannot take all classes of engines, especially the newer types, whereas the new structure with a permissible axle load of approximately 25 tons will be able to take all classes of engines without any speed restrictions whatsoever.”

Report of the General Manager for the year ended 31st March 1938, Bridges and Culverts, Page 45:

“The two bridges spanning the Orange River at Upington (22/100-feet, 13/80-feet and 5/80-feet spans) and Norvalspont (11/130-feet spans) were opened for traffic in October, 1937, and January, 1938, respectively.”

By 2015 when Allen took this picture, all trace of the original Norvalspont station appears to have been wiped with the exception of the water tank. The present alignment of the main line veers to the right on the southern bank and you can see the new station buildings on the extreme right.

178. The original builders plate on the original bridge. It is still there today.

179. From the time he could read and write, Les was observing and recording what SAR was doing. Thus we know for sure that ordinary 16DAs, wide-firebox 16DAs and 16Es dominated the Free State's main-line passenger services (including Bloemfontein - Kimberley) until the late 1950s, the first change being the opening of the electrification from Vereeniging to Kroonstad on 28th November 1959.

So it came as a shock to find these classes in low-priority freight service from 1972/3 onwards. Here a wide firebox class 16DA climbs the north bank out of the Orange River valley with a mixed load typical of the T & P trains of the time, in January 1973. Peter recalls a trip from PE on the through coach to Durban, which took 3 nights in the 1950’s, and which was attached to train 36 from Noupoort to Bloemfontein. On departure from Norvalspont the driver accelerated so quickly that on the curve to the left before the bridge over the river the speed was such that water from the carriage's underframe tanks poured out of the filler pipe. The tanks had no doubt been filled at Noupoort but clearly the driver wanted to attack the north bank as fast as he could.

180. Even SAR's best passenger engines couldn't escape the hatchet. A few months before the farewell run of No's 872 and 857, 16E 856 'Kroonstad' was already running out her 15M mileage on lowly ballast trains. The bridges at Norvalspont are prominent in the background.

181. Fast goods 700-up making a run at the bank with plenty of holidaymaker's vehicles in January 1972.

182. Well it was quite a scenic location.............

183.There are a few miles at 1/80 away from the Orange River that needed northbound motive power to get ahold of their train. This was 23 3229 'Springs', a regular passenger engine doing her stuff with 16-up Perishables and Livestock, in the last few months of steam on the south main line in 1972. Note the immaculate condition of the engine, both in appearance and mechanically. I never saw her any other way.

184. A light-weight 1300-up (it was just before December holiday season in 1970) being hurried away from the Orange River by 23 3227.

185. Approaching Donkerpoort on New Year's Day 1972, this was the return working of 23 3280 (see photos with 1300-up, the Mossel Bay - Johannesburg express, one of the most popular of all SAR's long-distance trains, approaching Donkerpoort

186. 3-down leaving Donkerpoort during the brief time it was a junction providing rail access to new trackwork on the deviated railway.

187. The old line went around the koppie on sharp curves and was a bottleneck both in terms of loads and speed. This was 23 3229 with quite a heavy load for that section in March 1968. Note Donkerpoort station and the New Works camp in the background. From there the new line is located on the right (the works are out of sight here), crossing the stream twice. See also the extract from the topographical map preceding photo 98.

188. More surprising was this wide-firebox 16DA's load on 994-up T&P. It stretches out of sight around the top right-hand edge of the photo. Taken in March 1968.

189. The new line out of Donkerpoort was opened in 1971 (the original route to the poort is behind the outer-home & distant signal). Here we show 23 3292, having just swung away from the old CGR alignment, climbing towards the new tunnel with an up freight (the same one shown in photo 162). Incidentally, this was the second tunnel in a province not known for its tunnels - the Orange Free State!

Also worth noting is that while the CGR went to any lengths (literally) to avoid bridges and tunnels, the wealthy 1960s SAR used two bridges and a tunnel within a mile of each other to span the Donkerpoortspruit and straighten the alignment through the poort.

190. An up freight headed by 23 3273 approaching the new tunnel beneath the koppie at Donkerpoort. The old (CGR) route ran beneath the krans on the left and then curved sharply to cross the new line just in front of the locomotive in Harald's shot.

191. Steam didn't last long after the tunnel was opened in 1971 but did stay long enough to decorate the portals with soot.

192. The same lightweight 1300-up in charge of 23 3227 that is in photo 184, just north of Driekuil. Note the original CGR roadbed in the foreground.

193. North of Driekuil, Peter and Charlie were running ahead of a thunderstorm, chasing the same 1300-up hauled by 23 3227.

194. The 23 3227 hauling 1300-up seems to be making haste ahead of the threatening storm as it passes through Besembos. This train was easily able to make up time when running late given that her running times were based on a load of 17 vehicles which was rarely the case in off-peak periods.

195. Like David Rodgers, Peter was one of the blessed photographers. The sun came out just as 23 3227 was bringing 1300-up past 13-mile tank - rarely used after the last 15Fs on this route had been transferred away

196. The class 23’s always looked at home in the vast expanses of the southern Free State. Here one heads north from Priors, treating the photographer with a fine display of smoke, lifting perfectly. The van behind the engine was probably en-route to shops for repairs just in case you thought the train was being hauled backwards. January 1973

197. The same train in photos 168 and 169 has passed through Priors.

198. 23 3229 'Springs' in charge of 700-up a few miles further up the line, just beyond Priors, with another 17 miles to go to the Orange - Vaal watershed - see also photo 182.

199. The same train as in photo 194 heads north from Priors, having now clearly beaten the storm - this 23 is having no problem maintaining schedule with a load of only 10 coaches [Peter was standing on the old formation for this photo].

200. Probably John's last photo of a memorable day spent photographing the Sunset Limited from lineside, showing the train tearing away from Priors. April 1979. Peter Micenko, who was on the train with Joanne and provided photos 149 and 150 above, comments:

"it was interesting to have a short conversation with one of the Bloemfontein Inspectors that evening. He said his drivers were used to 16DAs as opposed to the Kimberley crew that had this engine a few days earlier. He said they would make the engine fly and they certainly did - listening to it thrashing northwards in the evening."

201. Thus we take leave of the Free State main line - last stamping ground of one of the finest locomotive designs to grace SAR rails - WAJ Day's class 23. The immaculate 23 3300 is seen one last time on the mainline south from Bloemfontein heading into the sunset with a Sartour Safari train which it worked through to Burgersdorp in October 1980. Trying to get a sharp image out the window whilst bouncing along in a fast moving car was quite a challenge!

And that's all for the Free State Main line folks. But Soul of A Railway has several more spectacular routes and activities in the pipeline. Being worked on at the moment are:

>The narrow gauge in Natal, Part 27 by Bruno Martin

>Bloemfontein - Kimberley by Eugene Armer and Graeme Hind

>Bethlehem - Modderpoort - Bloemfontein and branches by Michael Carter and Peter Micenko

> Kroonstad - Bethlehem - Harrismith by Charlie Lewis

>Lesser known ventures of SAR by Les Pivnic

So its only 'Bye for now' and thanks for listening