D E D I C A T I O N

This chapter of ‘Soul of a Railway’ is dedicated to the memory of 

Genevieve Micenko Schourie and Gwendolen Micenko.

Compiled by Peter Micenko ©

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, Michael Carter, Peter Stow and Peter Micenko.

ACKNOWLEDGEMENTS AND THANKYOUS 

A special THANK YOU is extended to:

● Yolanda Meyer of the Transnet Heritage Library (and now retired), who generously assisted in retrieving and providing me with background information under trying environmental circumstances, from the THF collection, most notably the Natal Government Railways Magazines, the South African Railways Magazines, and the DRISA and Haarhoff collections.

● Transnet Heritage Library

● William Goosen, a colleague and a longstanding Professional Railway Engineer, whose family had farmed in the Eastern Free State for generations, was able to assist with references and background information on the early history of the area, notably the “Conquered Territory” through which the railways described in this chapter later ran.

● Jamie Hart and Michael Carter for their courage in attempting to create a Bethlehem Steam Railway, and some of the business case history of their early efforts in this direction. An endeavour that had the potential to create one of the world's leaders in railway and African tourism, which is briefly described later in this chapter. 

    ●  Les Pivnic, for various documents in his collection.

●  Bruno Martin, for going the extra mile with technical and computing assistance in preparing this chapter of Soul of a Railway and particularly for his cartographic skills.

●  Peter Stow and Douglas Capewell for their very detailed photo captions on operations, allocations, and rolling stock.

Photographic credits:  Nathan Berelowitz; William Botkin; Douglas Capewell; A.E. (Dusty) Durrant via Jean due Lez collection; Warwick Falconer; Dave Fleming; Allen Jorgensen via Dick Manton collection; Dick Manton; Bertram Lewis via Charlie Lewis; Charlie Lewis; Justin Lewis; Bruno Martin; Paul McDonald; Peter Micenko; Glen Mills; Dennis Mitchell; Harold Nave and Alfred Luft via C.P.Lewis collection; Thomas R. Schultz, Donald Taggart, Martin Smith; Peter Stow; Andy Sturt; Graham Watkins.

One observation this author made during the compilation of this chapter is the loss of personal historical knowledge, which, with the passage of time, continues to accelerate. Many references to the more common public Wikipedia references have been made as initiators of further research.

Great help was found in various documents in the Transnet Heritage Library, notably:-

●    The Haarhoff Collection and

 ●    The DRISA collection of SAR &H and NGR magazines of the time,

Hansard, particularly those of the 1860s, with reference to the Orange River de-annexation by the United Kingdom.

Several personal extracts from individuals relating to their experiences as train staff working the lines.

A paper by Walter Peters and J.L. DuPreez entitled “The 'Wall of flesh' of the Conquered Territory: farmhouses and towns established in defence of the eastern boundary of the Orange Free State”. Department of Architecture of the University of Free State, Bloemfontein, 2014. ISSN 0258-3542

Apologies to anyone I should have thanked for their assistance, but whom I have overlooked.

Overview of this Chapter

The railways through the Eastern Free State have interesting histories. This is not only from a purely railway engineering and operational aspect, but also their part in the region’s history, geography, economy, and social picture as this region developed through the decades and centuries to become part of one of the world's leaders in Class 1 railways.

For this reason, this chapter has been subdivided as follows into smaller “mouthfuls” to eat the “elephant”.

PART 7

1.   Introduction to the railway and beginning of a network, and a Broad historical overview of the eastern Free State area

2.   Bloemfontein eastwards to Thaba Nchu-The inner and outer suburban train service

3.   The branches to Maseru and Ladybrand

4.   Bloemfontein to Modderpoort as a through route to Natal.

PART 7A

5.   Bloemfontein to Sannaspos and from Sannaspos to Aliwal North 

PART 7B

6.   “Die Bittereindes” (The Bitter Enders). The ones from the line that survived the end of steam (1993) into a form of preservation and an early “Where are they now? “

1. Introduction and setting the scene

It is relevant to provide some historical context regarding the significant events leading up to the construction of the Bloemfontein to Modderpoort railway. Railways, like all businesses, only exist where an economic need exists for the movement of significant quantities of goods and people.

The Orange Free State is a tableland of approximately 50 000 square miles (125 000 square kilometres), which is broken only by low ranges of hills. It is typically located at an elevation of 4 500 feet (1 350 m) above sea level and is bordered in the north by the Vaal River and in the south by the Caledon and Orange Rivers. These rivers rise in the eastern escarpment of Southern Africa (typically 10 000 feet or 3 000 metres) and flow westwards to the Atlantic Ocean. This forms the main drainage of the region, with watercourses draining westwards from the Drakensberg Mountains, also known as the ‘Barrier of Spears’, resulting in the ‘Free State’ having approximately 30 per cent of the agriculturally productive land in South Africa.

This Chapter of ‘Soul of a Railway’ could well be titled ‘Rails through the Conquered Territory’ or ‘The start of a National Railway Network’. Both would be appropriate! The reasons are that the 19th century established commercial needs based on the geography and history of the former, and as such, developed into the initiator of railway development in the latter. Until the late 1880s, railways in Southern Africa had essentially followed the ‘Penetration’ model as a commercial resource to tap the previous three centuries of exploratory, cultural, migratory, agricultural, and industrial development.

Although South Africa is currently quite populated, with approximately 65 million people, it was not always so. Certainly, when railways were becoming a necessity in Europe and North America, the population in Southern Africa, particularly in the ‘Free State’ area, was several orders of magnitude lower.

At the time the Portuguese navigators rounded the ‘Cape’ and later European settlement occurred in the Cape Town area, the population of the interior was very sparse, consisting mainly of nomadic ‘Koi’ and ‘Bushmen’ peoples. These ‘Koi’ and ‘Bushmen’ peoples were the original and main population at the time. The ‘Bantu’ migration from the north had only just reached the region south of the Zambesi, and as these various peoples from the north grew in numbers and consolidated in some areas, the more aggressive groups launched attacks known as the ‘Mfecane’ and associated ‘Difaqane’. This resulted in a large depopulation of the area west of the Drakensberg. Additionally, some groups fled and managed to repel these marauders in the mountains, taking a defensive position at Thaba Bosin under their leader, Moeshoeshoe, to form a global rarity: a kingdom completely surrounded by another country yet independent of it. This was Basutoland, later named Lesotho. Later, this would trigger one of the many reasons for the railway in the eastern Free State.

In parallel and independent of these events, exploration from the south by Europeans, mainly of Dutch origin, resulted in the northward migration of Europeans from the Cape.   First, they settled and farmed, and then the British annexed the region north of the Orange River without having settled there.  This created a period of ‘stability’ and farming in a largely ‘depopulated’ region, but not without conflicts.

The British Government, after several disastrous wars against the Basuto people in 1851, 1852, and 1853, sought to extricate itself from the responsibility of the ‘Orange River Sovereignty’. On 23 February 1854, the area became known as the Orange Free State. Independence was achieved for the Boer Republic without solicitation. In addition, by default, the Republic also inherited the border problem.

Subsequently, the OFS government engaged in a series of battles over the disputed territory between 1858 and 1866 between the Basuto people and the Republic’s General Fick in the north and Commandant Wepener in the south. This resulted in the ceding of territory east of the ‘Warden Line’ by Moeshoeshoe in terms of a treaty of Thaba Bosiu on 3 April 1866. This ‘settled’ the border between OFS and Basutoland as the Caledon River and created the ‘Conquered Territory’ despite the vanquished Basuto refusing to vacate the area. 

After winning the last of three wars in the 1860s against the Basuto, the OFS Government passed the Occupation Act (Occupasiewet) of 1866, which required, as a prerequisite for peace and order in the area, the settlement of the ‘Conquered Territory’. The ‘wall of flesh’ of the ‘Conquered Territory’ resulted in farmhouses and towns being established in defence of the eastern boundary of the Orange Free State. Three such towns were established, notably Ficksburg, Ladybrand, and Wepener. In addition to three parallel rows of farms. Included was a need to provide improved transport links to Bloemfontein. The establishment of the three defensive towns of Ficksburg in the north, Ladybrand in the centre, and Wepener in the south led to increased farming activity and trade with Basutoland (now Lesotho). These, in turn, created the driver for rail-based transportation to move people and products to and from the farms and towns.

The OFS and its culturally close neighbour, north of the Vaal River, had an alliance of sorts, but transport connections were mainly southwards from Bloemfontein. The OFS, despite being a Boer Republic, tended to maintain English as the business ‘lingua franca’, mainly due to its strong associations with the Cape markets for agricultural produce, notably wool.

As the world entered the last decade of the 1800s, and the Cape Government had reached Aliwal North from East London, talks in the OFS were held regarding the need to connect Bloemfontein to Aliwal North, and hence, the sea. The dual triggers of firstly the discovery of diamonds in the Kimberley area and later, gold on the Witwatersrand prompted the Cape Government Railways (CGR) to review this proposal and a shorter link via Springfontein was constructed. This is the cheaper option due to its shorter construction route, and ultimately, the gold fields are accessed by extending from Bloemfontein northwards via Kroonstad to Vereeniging. Good to access the mining activity in Kimberley and Johannesburg, but still not a direct link from Bloemfontein to the sea.

The late 1800s saw continual representation by business interests in Bloemfontein to provide a link to the sea. The CGR was the main railway financier, constructor and operator, with the OFS only building a couple of minor branch lines. In 1896, Engineers indicated that it would be possible to link Bloemfontein with a direct route to the port at Durban via Modderpoort, Bethlehem and Harrismith after the Natal Government constructed a branch line from Ladysmith to Harrismith in 1892.

Planning was well advanced to construct a railway eastwards from Bloemfontein to Thaba Nchu when the Second Anglo-Boer War (1899-1902) interrupted the planned development of railways. For strategic reasons, the Imperial Military Railways (IMR) completed this line as far as ‘Waterworks’ in the vicinity of the farm Sannah’s Post (later abbreviated to Sannaspos).

After the cessation of hostilities and to cement the Boer Republics and English Colonies into a new Nation, circa 1904, the Intercolonial Council at Conference (ICC) in Bloemfontein developed a scheme for railway expansion in the Transvaal and Orange River Colony. The ICC approved the proposed seven new lines, notably Bethlehem to Kroonstad, Bethlehem to Modderpoort, Aliwal North to Wepener, Modderpoort to Ladybrand, and Bloemfontein to Kimberley, as well as Pretoria to Rustenburg and Krugersdorp to Mafeking. These last two lines are outside the scope of this chapter. The railway organisations of both English Colonies, Natal and Cape, under agreement with the Transvaal and Orange River Colonies, undertook extensions of their services to tap the produce of the ‘Free State’. The Cape and Natal Governments planned to build a program of lines, which included linking Aliwal North, Maseru, and Ladybrand with Bloemfontein.

The Natal Government Railways to construct and operate Bethlehem–Kroonstad and Bethlehem-Modderpoort, and the Cape Government to build and operate Aliwal North to Wepener.

The Central South African Railways (CSAR), being the successor to the IMR, completed the line to Thaba Nchu, which opened on 22 March 1903. It was later extended to Modderpoort, which was opened to traffic on 8 July 1903.  The Modderpoort to Bethlehem extension was completed on 2 July 1907, just after the Bethlehem to Kroonstad and Harrismith links were completed.

With the Inter-Colonial Councils' proposed lines, it is interesting to read a progress report in the November 1905 edition of the Natal Government Railways Magazine. I quote ‘As we have said, a comparison of the railway situation 12 months ago and now reveals but little alteration. The large schemes to which Natal had put her hand, she has, with characteristic promptness, pushed forward towards realisation, and orders for plant and material to a considerable value for the Bethlehem to Kroonstad and Bethlehem to Modderpoort lines have been placed with British manufacturers. The Bloemfontein to Kimberley line is now in a forward position, the Legislative Council of the Orange River Colony having, within the past few weeks, undertaken the responsibility for its construction at a cost of 4 Million Pounds, thereby not only providing Oranje with an important market but bridging one of the worst gaps in the main trunk system. The Cape Government, on the other hand, have been unable to carry out their share of last year’s programme, their Aliwal North to Wepener scheme having been recently rejected by the Legislative Council on the grounds that the Cape Colony’s own districts should be developed before any over-border work.’

1.1 Effect of Population on Railway Development in the Eastern Free State

If one looks at figures available, one sees that the population of the area in the mid-1800s was still quite low, being of the order of roughly 100 000 persons in total.

A census taken in 1880 found Europeans made up approximately 45% of the total population. What is particularly relevant is that the order of magnitude of the total population was very low, both in terms of density and numerically. This has been so for quite many decades in the early to mid-1800s.

Comparable figures for Natal from the Natal Government Railways Magazine of October 1905 put the population of Natal in 1884 as 31 912 Europeans in a total population for Natal of 97 100, and in 1904 as 418 781 Europeans of Natal’s total population of 1 108 754 persons.

POPULATION IN MILLIONS BY YEAR FOR VARIOUS EUROPEAN COUNTRIES

Comparable figures for Natal from the Natal Government Railways Magazine of October 1905 put the population of Natal in 1884 as 31 912 Europeans in a total population for Natal of 97 100, and in 1904 as 418 781 Europeans of Natal’s total population of 1 108 754 persons.

With primary and secondary business (Agriculture and ‘Industrialisation’) economies being the main drivers for potential railway development, the above tables illustrate the low population densities and numbers. The region having moved from the original subsistence of the early settlers to that of an agricultural product exporter and an importer of more complex goods, with the balance favouring the former. The last table above shows the main reason for the relatively slow development of railways in Southern Africa compared to more industrialised areas of the world. Basically, the population could be accommodated by other means.

Stability in the ‘Conquered Territory’ led to increased settlement and increased agricultural production, which needed transport to market. When overland volumes and hence cost became noticeably greater from the late 1870s, representation by Bloemfontein and the agricultural interests in the eastern Free State to provide rail transport increased. Populations were still sparse, but the need was driven by the long distances and hence time and cost to transport goods and people from farm to market and consumers, mainly in the Cape, i.e. Wool, but Natal was closer. Plans were drawn up to progress a railway from Bloemfontein to Natal to meet the Natal Government Railways (NGR) line from Ladysmith to Harrismith after the cessation of the Anglo-Boer War hostilities, there were multiple triggers to railway expansion.

1.2. Effect of Topography and Climate on Railway Development of the Eastern Free State.

The topography and climate were very conducive to agriculture. The most fertile lands were along the rivers and streams, and mainly the eastern area of the ‘Free State’. At the time of the ‘Trekboere’, the area was very sparsely populated, and as agricultural migrations from the south continued, the population increased, and the region increased in production in a natural move from subsistence agriculture to marketing of produce from farms to towns and the coastal areas to the south. The steep, fast, but intermittent flowing streams of the area caused by the topography and climate meant that overland transport was impractical by water-based means. 

TABLE OF OPERATING COSTS OF CERTAIN BRANCH LINES

MARCH 1923

This table is included to show the relative impacts of the branch lines in this Chapter and how these fed into the Bloemfontein to Natal railways.

Extracted from the SAR&H Magazine for August 1923.

To visualise the relativity of operational productivity, some figures from the 1922/23 financial year would be of interest. As a benchmark in 1923, despite there being poor economic performances in the first half of the year, the Free State and Transvaal Coal Mines were producing 140 000 tons of coal per week, generating GBP 44 377 of railway transport revenue against GBP 92 171 of total goods and revenue on the entire network per week.  However, modern transport economics has shown that customers want transport from door, farm or workplace to consumers’ doors, ports, or workplace, and trans-shipping cost is one that one tries to avoid.

The important aspect of the above table is that despite their ‘accounting’ loss, they show that branch lines are important feeders to core routes, without which both fail. Bruno’s map shows this in the progressive deterioration of network coverage when branch lines are closed or downsized under the guise of ‘uneconomic’ and the bridge routes lose the branch line tonnage and so start to fail, as transporters avoid trans-ship costs, ‘The Death Spiral’. The chapter on the Maseru branch will show the beneficial impact that one can see from its large number of Private Sidings Maseru has compared to those of Modderpoort and Ladybrand.

1.3 Description of the Route

Small-scale section of the Bloemfontein to Modderpoort Railway

The direct route of any railway from Bloemfontein to the port of Natal, although slightly north of due east ‘as the crow flies’, has not only to negotiate the Drakensberg Mountains but also to circumnavigate the vast and deep Orange River valley. A completely new railway in a direct line would also the need to traverse another country. By keeping to the ‘Conquered Territory’ and junctions into the NGR line from Durban via Ladysmith to Harrismith, the line would serve the development of the farms in the eastern Free State, and the railway would remain in South African territory, which had political as well as construction cost benefits.

The interim goal being the Bloemfontein city’s waterworks on the Modder River and then the farming concerns around Thaba Nchu.  The line commences at Bloemfontein at an elevation of 1392 m and progresses slightly south of due west through easy country to Lynchfield at 1399 m and Melorane at 1410 m. Roughly following the course of the valley of the Modder River’s course, but at a higher elevation to make crossing north-flowing streams closer to their headwaters and hence less onerous and with quite easy gradients, having only gained 28 m of elevation after 19 km. The line then climbs more steeply to Vercoe, gaining 69 m of elevation in 6 km.  Crossing the ridge between the Renosterspruit and the Meiliespruit before losing 85 m of elevation to Waterworks (Sannaspos) after 8 km. The terrain dictated a large horseshoe to the south and back to Waterworks to cross streams more closely to their headwaters. Later, when earthmoving machinery was more readily available, the line was straightened.

Departing Waterworks, the line crosses the Modder River on a three-span through-truss iron Bridge, having climbed a small ridge and then descended a further 45 m to Likathong, after which the line follows a watershed between north-flowing rivers, ultimately part of the Vet and Vaal watershed complex and the south-flowing streams that feed into the Caledon River. This is the pattern of the route further to Modderpoort. Following approximately along a ‘water shed’, the route takes in the towns of Sepane at 1395 m elevation and Thaba Nchu, 102 m higher at 1498 m and 60 km from Bloemfontein, having passed the large lands of Botshabelo. Thaba Nchu was one of the interim goals during the planning stages of Bloemfontein’s route to the port of Natal in the late 19th century.

From Thaba Nchu, the line climbs another 77 m in 15 km to Waghorn and Tweespruit, a further 121 m higher. The line then crosses a small watershed of the Mansvretersberg. (Afrikaans place names can be quite descriptive in themselves, and one wonders about the possible hardships faced by the early ‘Trek Boere’ crossing unsettled areas largely depopulated during the ‘Mfecane’). From the ‘watershed’ at Halkyn, the line rises a further 36 m to Westminster before undulating and gaining only 4 m elevation by Marseilles. One last ridge is crossed before Modderpoort is reached, requiring a climb of 103 m to pass through Hoogfontein at 1712 m, before dropping down to Modderpoort at 1595 m. In their journey, trains have progressively gained elevation from Bloemfontein, running along a minor watershed as they have, while maintaining the most direct route commensurate with minimising earthworks and bridges.

2. Bloemfontein eastwards to Thaba Nchu - The inner and outer suburban services

‘All stations to Thaba Nchu’

2.1 Introduction

This subchapter introduces the Bloemfontein eastwards suburban railways, covering them historically and geographically as they expanded eastwards to serve the ‘Conquered Territory’ and its surrounds.

The initial ideal for the populace of Bloemfontein was to link their city by rail with the agriculturally productive areas to the east, to provide a more efficient transport medium and allow farming to expand and be supported, later encompassing the desire to link Bloemfontein with a more direct route to the sea. The first stage of such a railway would be eastwards from Bloemfontein to Thaba Nchu. Unfortunately, the second Anglo-Boer War intervened. Although approval was given in the 1890s, no construction took place until late in the conflict, when, for strategic reasons, the Imperial Military Railway (IMR), which had taken over the assets and operations of the railways of the Free State and the Transvaal, built a line to Bloemfontein’s Water Works to secure and protect those strategic assets.   Later, this station was renamed Sannaspos. (After a local farm, ‘Sannah’s Post’). Over time, this led to the extension of the rail line to Modderpoort and then to Natal.

Later, passenger traffic became such that a Bloemfontein suburban service was developed, which ultimately led to full-size passenger trains, often double-headed, until they were surpassed by buses.

Meanwhile, the city of Bloemfontein kept expanding, and with time, public transport (railways) was needed for the surrounding population. To the east, there was a relatively busy inner suburban link to Melorane (19 km from Bloemfontein), with 16 return workings to Lynchfield (13 km from Bloemfontein), five of which continued on to Melorane on weekdays and less frequent services on weekends. 

There was also a less frequent but more heavily patronised outer suburban service to Thaba Nchu (60km), which more often than not sported double-headed trains to collect and return Bloemfontein’s work force to their homes in Botshabelo and Thaba Nchu.

Extract of the 1952 public timetable as a typical timetable for the Melorane ‘suburban’ service. The included Bloemfontein to De Bloem service appears to be a convenient extension of the Melorane services.

Photo 9. In the late 1960s, Charlie Lewis captured 16DA # 870 departing Bloemfontein with a working to Lynchfield. The train has an interesting composite guard's van leading a rake of day sitters. I would like a better quality rendition of this scene and will replace it if and when one arises.

3. 1. An ‘Historical Introduction’ to the Ladybrand and Maseru branches as part of the through route from the Free State Capital to Natal

The original proposal to provide Bloemfontein with a direct link to the sea via Aliwal North met with reluctance from the CGR. A subsequent proposal to access the Port of Durban via Bethlehem and Harrismith foresaw the need to tap the commercial activity of Basutoland along the route. Ladybrand was a well-established town at the time of the proposal, with traders having their houses and warehousing in the town.  It was also one of the 3 ‘Defensive’ towns established after the battles of the 1860s. Maseru grew naturally at a convenient crossing point on the Caledon River.

The townships of Maseru and Ladybrand developed from bases as springboards for trade between South Africa and the Basuto Nation. Although it might have been considered to route the railway from Bloemfontein to Bethlehem directly via these two commercial centres, the topography and extra length dictated against this for the ‘bridge’ route. Early on, these towns were to be reached by branches from the shorter and easier route to Modderpoort. If one looks at the orientation of the junctions at Marseilles and Modderpoort, then it can be seen that the original train working was direct from Bloemfontein. Basutoland at that time was known for its diamond discoveries, but certainly also maize and cattle farming.

Certainly, by running the railway further west of the Caledon River (the border between the Orange River Colony and Basutoland), inland through more of the ‘Conquered Territory,’ a larger area of the colony’s agricultural land was accessed. The small-scale sections of the two branch lines will show that such a proposal would have incorporated much steeper gradients needed to descend to the Caledon River from the ridge which the line had been following from Sannaspos and then navigating a route out of the Caledon River valley to Ladybrand, as well as longer mileage and hence costs.

The town of Ladybrand was founded in 1867, and perhaps it is relevant now to recap on the preceding decades of events.  Earlier in the early 1800s, during the Zulu raids, and as a result of the Battle of Thaba Bosigo (Mountain of the Night) in 1831, in which the Basuto under Moeshoeshoe withstood the attacks of the Zulu impis under Umzilikazi. These people then settled in the mountainous area, which became Basutoland. Initially, under the British annexation of the Free State by the Cape Governor and subsequent obligations to what is now Lesotho, after conflicts developed, a border was proclaimed by Sir Warden in 1847. However, after further conflicts, the British relinquished their annexation of the Free State and hence their obligations to protect the Boer settlers. This resulted in the need for the Free State Boers to defend themselves.  A subsequent series of battles between the Basutos and the early ‘Trek Boere’ under Commander (Later General) Fick and Commandant Wepener in a series of battles until the final one in 1866 resulted in a strip of land approximately 20-30 miles wide between the Warden line to the west and the Caledon River to the east, named for many decades as the ‘Conquered Territory’ becoming part of the Free State Republic. But Basutoland itself remained a separate entity administered by the British Crown under the Cape Government. As such, although it was completely surrounded by the various Republics and Colonies that, in 1910, united to form South Africa, Basutoland (now Lesotho) remained an independent nation.

The strengthening people who became the Zulu nation embarked on many far-reaching acts of aggression against their neighbours and assimilated or depopulated much of the regions to the west of the Drakensberg Mountains. As a result of the battle of Thaba Bosigo (Mountain of the Night) in 1831 between the Zulu impis under Umzilikazi and the gathered ‘refugee peoples’ of the area, who withstood the attacks and earned the right to that territory and became the Basuto Nation.

The early Voortrekkers settled in the largely depopulated area now known as the Free State. A subsequent series of battles between the early Voortrekkers under Commander (later General) Fick in 1866 resulted in a strip of land approximately 20-30 miles wide to the west along the Caledon River, named for many decades as ‘The Conquered Territory’, becoming part of the Free State Republic. However, Basutoland itself remained a separate entity administered by the British Crown. As such, it was independent of but entirely surrounded by the various Republics and Colonies that at Union in 1910 became South Africa.

The town of Ladybrand was founded as a dormitory and warehousing centre for traders with Basutoland and warranted not only local links to connect with the main line through trains but also quite a prestigious daily working between Bloemfontein and Ladybrand. This working rated heavy mainline locomotives for the major mileage, ultimately culminating in 25NC through to Ladybrand when the branch from Modderpoort to Ladybrand was rerailed with heavier plant.

Above is the small-scale section of the Marseilles to Maseru branch line. The long section includes a track diagram showing curves and indicating the relatively large layout of sidings at Maseru station yard.

Description of the route.

The Maseru branch, descending from the ridge, follows the Bloemfontein to Modderpoort line at Marseilles, 26km to Maseru, but with a 5 km climb leaving Marseilles and another 2 km climb immediately before descending to cross the Caledon River on a multi-span through-lattice girder bridge. One loop was present at Vines. Marseru had a relatively large station yard with several private sidings and a turning triangle. Ruling grade was 1 in 41, but only in a few short pinches.

Part 3.3 Modderpoort to Ladybrand 

3.3.1 Introduction

The town of Ladybrand was founded in 1867 as one of the three defensive towns on the eastern border of the ‘Conquered Territory’ and developed into a dormitory and warehousing centre for businesses trading with Basutoland. Perhaps a recap on earlier history will help set the scene.

Earlier in the 1830s, during the Zulu raids, and as a result of the battle of Thaba Bosigo (Mountain of the night) in 1831, during which the Basuto under Moeshoeshoe withstood the attacks of the Zulu impis under Umzilikazi, the Basuto settled in the mountainous area, which became Basutoland. Initially, under the British annexation of the Free State by the Cape Governor and subsequent obligations to the what is now Lesotho after conflicts developed a border was proclaimed by Sir Warden in 18xx but after further conflicts the British relinquished their annexation of the Free State and hence obligations to protect the Boer settlers, resulting in the need for the Free State Boers to defend themselves.  A subsequent series of battles between the Basutos and the early Trek Boere under Commander (Later General) Fick and Commandant Wepener in a series of battles until the final one in 1866 resulted in a strip of land approximately 20-30 miles wide between the ‘Warden line’ to the west and the Caledon River to the east, named for many decades as the ‘Conquered Territory’ and becoming part of the Free State Republic. But Basutoland itself remained a separate entity administered by the British Crown under the Cape Government. As such, although it was completely surrounded by the various Republics and Colonies that, on Union in 1910, became South Africa, it remained an independent nation.

The Bethlehem to Bloemfontein line has quite an interesting history, with several building goals being accommodated as the line grew. Certainly, although it formed a secondary mainline and a direct link secondary passenger service between Cape Town and Durban via Bloemfontein, the line did not start out that way. In fact, although alphabetically one describes this line with Bethlehem first, the actual beginnings of the line, time-wise, were in Bloemfontein, when the Free State Republic in Bloemfontein was desirous of a more direct access to the Port of Durban. This, rather than the circuitous route northwards through Vereeniging to Johannesburg, and then, when Paul Kruger permitted a link from the NZASM to Natal through Charlestown (near Volksrust).  The line started from Bloemfontein with the goal of reaching Natal via Bethlehem and Ladysmith. That objective came after the early 1890s, when engineers proposed that it would be possible to construct this direct access in 1896. The line was initially built eastward from Bloemfontein in 1901 by the Imperial Military Railway with the objective of linking the city with its water supply 30 km to the east. This section was part of the original pre-Anglo-Boer War peace-time objective of linking Bloemfontein with the agricultural areas around Thaba Nchu. Later, after the second Anglo-Boer War, there was a need to provide heavier transport than Ox wagons to developments and business interests, using Ladybrand as the gateway to Basutoland, and the extension was carried out with this objective in mind.

From the outset, although the commercial importance of Ladybrand and Maseru was of prime importance, the line was constructed on a direct route (easier to build and less costly) to Modderpoort, with two branches to Ladybrand and Maseru. The line to Modderpoort was completed and opened to traffic on 15 June 1904, and the branches to Ladybrand opened on 16 December 1905; 2 days later, the branch to Maseru opened on 18 December 1905. Definitely, the importance of linking these two termini to Bloemfontein is shown by the orientation of the junction stations, and even when the Maseru branch was worked by locomotives from Modderpoort, the junction layout has never been re-orientated, despite the necessity for much tender-first running over parts of the route.

A part of topographic map 2927AB showing the the Modderpoort to Ladybrand branch.

Above is a Small Scale Section of the Modderpoort to Ladybrand branch line showing the gradient profile, curve radius and orientation, and a diagram of the station layout.

In essence, the short 11 km branch line was a simple ‘up and over’ with a ruling gradient of 1 in 50, compensated for curvature. These adverse grades are quite long, and although the start and end points of the branch line are within 2 metres of each other at the same elevation, all trains have to summit and descend 60 metres in the process of traversing the line. The station layout is also quite simple, despite Ladybrand's importance as a trading centre and gateway to Lesotho. It is interesting that the station remained quite simply provided with facilities and sidings, reflecting the importance that developed when Maseru became the capital city of the Kingdom of Lesotho. But the line did warrant a full-length passenger service from Bloemfontein, as well as limited passenger accommodation on three goods trains a day. A silo also warranted its own private siding close to Modderpoort and a regular shunt service from Modderpoort.  Until re-laid with heavier rail in early, the branch line was worked by various branch line locomotives, of which the 19D were the most common. It is interesting that after relaying with heavier rails, the Bloemfontein passenger link gained a 25 NC.

4. The Bloemfontein to Modderpoort mainline

Compiled by Peter Micenko ©

5. The Bloemfontein to Aliwal North Railway

An inter-provincial railway line or a series of interconnected branch lines.

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, Michael Carter, Peter Stow and Peter Micenko.

Photographic credits:  Nathan Berelowitz; Dave Fleming; Dick Manton; Charlie Lewis; Martin Smith; Peter Micenko; Glen Mills; Peter Stow; Andy Sturt; Graham Watkins; THL via Yolanda Meyer.

Background and Introduction

This railway had its conception in the early 1880s but underwent decades of gestation as external factors impacted its birth and development. Conceived as a link for the Bloemfontein businesses to export their produce through the nearest railway direct-linked port of East London at the Cape Government Railways (CGR) railhead at Aliwal North, notably Gold in the Transvaal at the Witwatersrand, curtailed this railway. Rail links to Bloemfontein were found as described earlier in this chapter as part of these more lucrative pushes.

The following table illustrates the piecemeal development and priorities of railway lines east of Bloemfontein.

A brief summary of events that impacted the Bloemfontein to Aliwal North interprovincial line follows:-

·   1869 – 1871 Diamonds were discovered in the Kimberley area, and exploitation commenced.

·   Aliwal North was linked to East London when the CGR extended its line to the edge of the Orange River and opened to traffic on 2 September 1885.

·   Circa 1880, the CGR's original proposal was to link Bloemfontein to Aliwal North.

·   In 1886, Gold was discovered in the Witwatersrand.

·   Port Elizabeth was linked to the ‘Orange Free State’ by rail at Norvals Pont in 1890.

·   Circa 1890s proposal to link Bloemfontein with the agricultural areas around Thaba Nchu, with initial planning commencing.

·   In 1892, the NGR was extended from Ladysmith to Harrismith as part of a desire to link Durban with Johannesburg via the only politically practical route, i.e., Vereeniging.

·   In 1893, Paul Kruger authorised linking Johannesburg via Germiston to Natal via Charlestown (near Volksrust), with the ‘Zuid Afrikaanse Regiering’ (ZAR) authorising the link on 25 April 1894. The agreement is for the NZASM building from Germiston to Heidelberg, and the NGR building from Charlestown to Heidelberg. This line was opened piecemeal, fully opening on 2 January 1896.

·   1896 Engineers indicate to the ‘Free State’ that it would be possible to link Bloemfontein with a direct route to the port of Durban via Modderpoort, Bethlehem and Harrismith.

·   1899 -1902 Second Anglo-Boer War. During this conflict, the Imperial Military Railways (IMR) was formed to take over and run the assets of the former ‘Boer Republics’

·   The Imperial Military Railways (IMR) built the line eastwards from Bloemfontein to Waterworks for strategic reasons.

·   Central South African Railways (CSAR), the successor to the IMR, completed the railway from Waterworks to Thaba Nchu, which opened on 22 March 1903.

·   In 1904, the Inter Colonial Council (ICCR) in Bloemfontein Conference of Railway Construction indicates that the Cape and Natal were to build a program of new railway lines, mainly in the now ‘Orange River Colony’ and the ‘Transvaal’, and that an impulse was given to build rail links throughout the South African colonies.

o   This included the desire to link Bloemfontein by rail with ‘Basutoland ‘ (Lesotho) commercial trading centres of Ladybrand and Maseru.

o   And also the rail from Bloemfontein via Waterworks to Aliwal North.

o   It was also agreed to link Bethlehem with Bloemfontein via Modderpoort and also via Kroonstad.

o   The Natal Government is to construct and operate

§  Bethlehem to Kroonstad and Bethlehem to Modderpoort lines.

o   The Cape Government to construct and operate

§  Aliwal North to Wepener.

·   The railway line from Thaba Nchu to Modderpoort was opened to traffic on 8 April 1904.

·       Marseilles to Maseru: ICCR proposal 1903, opened 18 December 1905.

·       Modderpoort - Ladybrand, ICCR proposal 1904 and opened 16 December 1905.

·   Modderpoort to Bethlehem was completed just after Kroonstad to Bethlehem and Harrismith.

From the above dates and events, it can be seen that although the original goal of a railway between Bloemfontein and Aliwal North was to provide access for the ‘Free State’ to port facilities at East London, events elsewhere eventually led to other courses of action. These resulted in a delay of several decades in the construction of the railway.

One wonders if the delay in providing a rail link to the ‘Conquered Territory’ town of Wepener did not ultimately restrict its commercial growth.

However, during the period of ‘Soul of a Railway’, the line was relatively busy, running several trains a day, both goods and full passenger, but was an early candidate for dieselisation. Up until the 1972 ‘elimination of steam plan’, the main focus was on mainline electrification, and the line remained steam-worked until 1978.

The commercial importance of the Bloemfontein to Aliwal North line was shown in the traffic levels with the ‘mixed trains’ from Bloemfontein rarely conveying goods and being almost exclusively made up of passenger and ‘parcels’ rolling stock.  Although the line carried several trains per day, the topography dictated shorter trains, which in steam days probably benefited the customers through having a more intensive service. The line, however, remained lightly laid with 19Ds being the heaviest motive power.  The track structure comprises 60-pound (30 kg/m) rails laid on steel sleepers, with the normal ‘T’ bolt and clip fastenings. Ballast, however, was crushed rock of reasonable depth. Two substantial bridges were required on the line necessary to cross the Caledon and the Orange Rivers, and this in itself could have led to the construction authorisation delays by Cape Government Railways and subsequent administrations.

The creation of a through route or interprovincial route linking Bloemfontein with the Eastern Cape Region was the original concept, but, as shown above, many circumstances intervened, resulting in the line being constructed much later, from each end, with a long intervening time and distance gap in between.

General Description of the Sannaspos to Aliwal North Railway Line

Although a cross-country and ‘inter-Provincial’ line, the railway linking Bloemfontein to Aliwal North was proposed long before the link from Bloemfontein to the Port of Natal; the line was built piecemeal as extensions to branch lines from either end over several decades. Although built with relatively heavy ‘per way’ material (for the time, 60-pound rail), as time progressed, other, busier routes received capacity upgrades via heavier rail and deviations, while the line remained a lighter mainline. However, during the period of ‘Soul of a Railway’, the line was relatively busy and ran several trains a day, both goods and full passenger, but was an early candidate for dieselisation, no doubt due to its length and the effect of the geography of the area on the line. Bruno’s excellent map of the area shows that the route from Bloemfontein directly to Aliwal North is intersected by two prominent spurs of the Drakensberg Mountains, as well as two very large rivers.

Just as the Orange Free State underwent numerous changes, particularly name changes over the decades of the 19th century, Sannaspos, as the junction starting point of the railway line to Aliwal North, the station name is also an exercise in name changes through time.

The original name was ‘Waterworks’ as it was conveniently located and constructed to access the strategic water supply for the developing city of Bloemfontein. This station was located on the farm ‘Sannah’s Post’. The railway line progressed from initial surveys and approvals to actual steel rails during the Second Anglo-Boer War. That it was strategic is shown by the bullet holes, which bear testimony to military engagements that took place in this area. For many years, the station, later junction, carried the name ‘Waterworks’ until it was formally changed to Sannaspos in the Weekly Notice No. 1829 (8856) of 25 January 1929.

The effect of the geography of the area on the line can be seen on Bruno’s excellent map of the area. It shows that the route from Bloemfontein direct to Aliwal North is intersected by two prominent spurs of the Drakensberg Mountains, as well as two very large rivers. The line to Modderpoort and Natal only had to cross one reasonable river and that was close to its headwaters and hence a less substantial bridge, whereas the line to Aliwal North required crossing both the Caledon and Orange Rivers, at levels much lower than the line’s origin at Bloemfontein/Sannaspos, and only after having to cross the westward spur of the Drakensberg Mountains. These railway routes also required crossing these two rivers, far from their snow-fed headwaters and were quite substantial, ‘perennial’ rivers by the time the railway needed to bridge them.

Small Scale Section of the Sannaspos to Aliwal North Railway line

Distorted to show the ‘mountainous switchback’ nature of the route, with three major watersheds to negotiate, two major rivers to cross and five intervening summits to negotiate. 

5.2. Waterworks (Sannaspos) to Wepener

This was the first portion of the total route and was commenced 3 decades after the original requirement to link Bloemfontein direct to the CGR railhead at Aliwal North and the following extract from the November 1911 issue of the South African Railways Magazine details the construction of this railway line.

The above 2 pages from the SAR Magazine include an interesting description of the opening of the line to Wepener.

5.2. Description of the route from Sannaspos to Wepener

Starting at Sannaspos, the line ran southwards and followed the western bank of the Modder River, thereby avoiding any large-scale bridgeworks required to cross the Modder River a second time. The majority of watercourses on this initial 21 km are small and easily crossed by small stone-built culverts or short steel spans on stone abutments. The line continues steadily gaining elevation from 1394m at Sannaspos to 1521m at Dewetsdorp. In keeping with the financial constraints, the railway stopped short of Dewetsdorp at the ‘30 mile peg’ (between Meadows and Dewetsdorp). After a short breather, the line continued into the town nestling in the headwaters of the Modder River and, more critically, for a railway against a western spur of the Drakensberg Mountains, separated from the Drakensberg Mountain Range when the Caledon River and Orange River cut their course.

From Dewetsdorp, the real climbing begins to summit at Pamin 1605m before dropping down through Nevada 1559m, Castor 1553m, and Populier 1530m, to Jammerdrift (86km from Sannaspos and 1459m elevation on the banks of the Caledon River. Jammerdrift, being an early terminus until the Caledon River was bridged, which allowed the line to continue a short distance on to the town of Wepener, forming a through truss bridge and a lesser stream via 3 x 50 foot’ 93km from Sannaspos and 1438 m elevation. The Caledon River was crossed by 4 x ‘100 foot’ iron spans, arranged as a through truss bridge and also a lesser stream on ‘3 x 50 foot’ spans. The gradients have some 1 in 66 grades, but generally lesser, varying around 1 in 75, but the gradients are prolonged and call for sustained effort by locomotives. Wepener, in the vicinity of the Basuto (Lesotho) border, was one of the three strategic towns for both border defence from and trade with Basutoland (Lesotho). It was also an agricultural centre. The railway to Aliwal North now becomes disjointed in history, but it is perhaps time for a slight digression, which may help our ‘Metric Readers’. The gradient of 1 in 66 corresponds to 1 foot of rise in every ‘100 link Gunter Survey Chain’, a device invented by a clergyman in the year 1620 to make surveying and recording of land boundaries more reliable. The ‘Gunter Chain’ is made of 100 iron ‘links’ with a handle at each end, and the terms ‘Rod’ or ‘Pole’ being the length of 4 such links, making a nice easy 25 ‘rods’ in a ‘chain’. Hence, the rather strange measuring units are seen in the ‘Imperial’ system of weights. 

5.3. Aliwal North to Zastron

5.3.1 Background and description of the route.

The line was built during the period of the ‘Great War’ or World War 1 and as a result suffered from those constraints and events. The conflict in Europe, although far distant, directly affected the line’s construction. This situation arose because Germany had a colony in what is now Namibia, and, as such, the South African Government was required to construct a railway line from Prieska in the north-west Cape Province of South Africa, via Upington, to enter German South West Africa and connect to the German 1065 mm gauge system. This was to enable the movement of troops and materials for a military campaign to engage the German forces. As such, much permanent way and bridge material earmarked for the line from Aliwal North was diverted to Prieska and Upington. Subsequently, when construction of the line north of Aliwal North commenced, it used a lot of new material, some of which came from Canada.

Prior to construction, the only permanent crossing of the Orange River at Aliwal North was the SAR designed and constructed Frere ‘road bridge’ and so negotiations resulted in a temporary rail being laid from Aliwal North station over the road bridge to the northern shore of the Orange River where a construction store and offices were located to facilitate the construction of the line onwards to Zastron. This was important because the Orange River flooded in February 1915, delaying construction of the caissons and piers for the permanent rail bridge for several months. There is an indication on maps of a stub of track leaving Aliwal North railway station and progressing towards the road bridge.

Another story goes that during the Second World War, the SAAF hosted some RAF pilots in Aliwal North and that one night, guided only by the lights of the town, an RAF crew flew their plane under the rail bridge. Possibly an urban legend, but that is what makes railways so interesting.

The line leaves Aliwal North at 1355 m elevation, destined for Sannaspos, 293 km away. The line to East London via Dreunburg parallels the line to Sannaspos for a short distance, but on the southern side of the line to Sannaspos. Our line descends via a large ‘S’ curve to the deck level of the new rail bridge. The line was carried over the Orange River on a steel ‘Through truss’ bridge of six steel spans of 125 feet ( 38,1 m), carried 60 feet (18,3 m) above the normal water level of the river.

After crossing the Orange River, the line essentially leaves the Orange River valley and follows the watershed ridge between the Caledon River valley and the Orange River valley, climbing continuously through Wanganella (1373 m), Brughalte (1391 m), Beestekraalnek (1457 m), and Grootdam (1464 m). Dropping down through Grootdam to cross the headwaters of a minor tributary of the Orange River, before more climbing to another minor summit, before dropping down into Rouxville, at 1543 m elevation. Rouxville, being a significant town with a reasonable water supply, had locomotives that took water from the parachute tanks in the yard. The planning for the Aliwal North to Zastron railway made mention of the significance of the town and referred to the line as Aliwal North to Zastron via Rouxville.

From Rouxville, more climbing through Leeubank 1575 m, Winnars 1636 m, dropping down slightly to traverse Dansters at 1605 m, then climbing through Genadeberg 1647 m to Zastron at 1670 m elevation.

The above three pages, extracted from the DRISA records of the THF, are well worth including, as they provide the best description of the construction and opening of the line from Aliwal North to Zastron, and the effects of World War 1 on its construction.

5.4 Wepener to Zastron

5.4.1 Background and Description of the railway line from Wepener to Zastron

It was the last section of line to be constructed, and by joining the two branches of Sannaspos to Wepener and Zastron to Aliwal North, the original desire for an interprovincial through line from Bloemfontein to Aliwal North was completed.  It was two decades since construction commenced at Waterworks (Sannaspos) and 40 years since the proposal was first mooted.

From Wepener (1438m), the railway requires 30 km of sustained work through Rokeby 1477m elevation, to a summit at 1630m elevation between Dereham (1554m) and Durand (1615m) before dropping down a ramp to Boesmanskop (1544m)., The line then climbs out of a slight depression at Boesmanskop and follows the watershed with slight undulations through Masham (1582m), Rietdraai (1547m) and Radiba (1594m). This latter section is a 50metre climb in 3km. From Radiba, the line crosses the headwaters of several streams before crossing a tributary stream of the Orange River and climbing into Zastron at 1670m elevation. This route was described in detail in the following extracts from the DRISA repository of the Transnet Heritage Library, which provided a clear description of the motivation and planning required for the outstanding portion of the Sannaspos to Aliwal North line. Zastron is a large town, and the railway station is the largest on the full line, sporting a RTS depot, a small locomotive depot, a coaling stage, and a turning triangle from the days when it was the terminus of the line from Aliwal North.

The following extracts from the DRISA repository of the Transnet Heritage Library give a clear description of the motivation and planning needed for the outstanding portion of the Sannaspos to Aliwal North line. 

The following extract from the South African Railways timetable gives some details of the passenger service between Bloemfontein and Aliwal North.

5.5 What was it like to work trains on the Bloemfontein to Aliwal North line in those heady steam days of the early 1970s? 

The following by Paul McDonald is one of the best descriptions of life as a Bloemfontein-based Aussie expat fireman in those heady days, and is appended from correspondence gratefully received from the author.

FIREMAN ON THE SOUTH AFRICAN RAILWAYS, 1974.

INTRODUCTION:

My interest in trains and railways goes back many years, to around 1955, when my parents built a house at Blackwood in the Adelaide Hills. While Blackwood was the suburb, the nearest Railway station was Coromandel and I recall spending many hours sitting on a post and rail fence at the end of Johnstone Parade – the street in which my parents’ house was situated – watching the procession of trains as they worked around the sweeping right hand curve above the Eden Hills tunnel towards the deep cutting where Coromandel station was located. At that stage, my recollection is that the only trains on the South Line to Tailem Bend that were diesel-hauled were The Overland to Melbourne and the Blue Lake Express to Mount Gambier; for the latter, the diesel would have come off at Tailem Bend and been replaced by steam for the remainder of the journey to Mount Gambier. I would often lie awake at night, listening to the procession of big steam power slogging uphill towards Blackwood and points beyond, and enjoying the sound of riverboat whistles echoing down the valleys of the Hills. This seemed to upset my mother, who reminded me on many occasions that bedtime was for sleeping, not for listening to trains! There were times when my Father would arrive home from work, complaining about soot in his eyes because some inconsiderate person had a window open in the carriage he was riding in – for some reason, I didn’t find this to be offensive in the slightest – surely everyone travelling on a train had windows open!! Maybe not in winter, though.

After my parents moved to Victoria in 1957 and eventually settled at Ringwood East on the Lilydale line, my interest in trains continued, and at the tender age at which I then was, I found travelling on electric trains was something unusual compared with the steam delights that had abounded in South Australia. Through a school friend whose dad was the Station Master at Ringwood East, I soon learned when steam-hauled trains were likely to pass through and would listen for the early morning Paper train or the Monday morning Lilydale goods, mostly worked by a K or J class 2-8-0. My interest was enhanced by reading as widely as possible, and when I completed Primary education and started at Ringwood High School in 1963, I discovered a Railway Club where I was able to share my interest with others, and I maintain friendships with some of those people many years later. One of the most important aspects of my time at High School was my introduction to organised rail fan groups and the obvious delights offered by the frequent enthusiast special trains that were running at the time. With steam locomotives and less profitable branch lines both being phased out, the most important of these trips were the last runs and the last trains to.

On one such rail fan trip during 1970, I first met and made an acquaintance with Tony Marsden, with whom I would form a close and lasting friendship that has endured and remains to the present time. In 1971, I had become involved with the many rail fan tours that were then running and later joined a loco servicing team which was put together to assist steam loco crews with things that they had never had to do during the steam era, such as taking water from fire hoses or manually shovelling coal from a front-end loader bucket. It was during this time that I met a number of loco crews, and most of these were to give a lot of encouragement when the intention to go to South Africa was known. Also, with visits interstate to see and photograph the remaining steam operations in New South Wales and Western Australia, including cab rides where possible, my desire to learn more about how a loco worked became keener.

The idea of going to South Africa was sparked by an article which appeared in a 1971 issue of the ‘Australian Railway Enthusiast’ where a South Australian rail fan by the name of Geoff Smith (Ed. I had an interesting discussion of Geoff’s experiences firing 23 class to Burgersdorp recently) had gone to South Africa and had worked on the South African Railways as a fireman. Tony Marsden and I discussed the possibility of this for almost a year, and the decision was finally made to go one night, returning to Melbourne from a fan trip with R 707, driven, I think, by the late Norm De Pomeroy singing its song to all the world.  

PLANNING:

Due mainly to Tony’s studies to become a secondary school teacher and also to allow us to save some money for both fares and something to live on if things didn’t go exactly according to plan, the decision was made to plan for departure in December 1973. From early in that year, Tony contacted people in South Africa who were to become firm friends and whose book ‘Steam on the Veld’ had been a valuable reference to us – the late A.E. ‘Dusty’ Durrant and C.P. ‘Charlie’ Lewis - while I investigated the most suitable way to get there. Eventually, we settled on flying to Johannesburg, and we would then hire a car if necessary, and it wasn’t possible to get around by train – little did we know!!!

We were also able to arrange visas, which were tourist visas only, but were assured before departure that there would be little difficulty in obtaining a work permit – again, if only we knew!!!

At the time planning was underway, I was working with the Bank of New South Wales (later to become Westpac), which maintained a Travel Department at its then Head Office at 368 Collins Street in Melbourne. Being staff at the time we made bookings, there was no commission payable, which helped us out a little more. Needless to say, there were frequent phone calls between Tony and me to ensure all arrangements were ‘on track’, so to speak, and it probably didn’t help much, as the Bank had seen fit to transfer me to the Kyneton branch, and at that time, telephone communications were vastly different to what we now know.

In addition to the book ‘Steam on the Veld’ another mutual friend of ours had made contact with a rail fan in South Africa and agreed to a photo swap so being able to see more photos of the locos on which we were keen to work made us more aware that we were going to a system very different from what we had become used to in Australia.

DEPARTURE AND ARRIVAL:

After Tony obtained a year of absence from his teaching course and I had resigned from the Bank of New South Wales, bookings were made for us to leave Melbourne at Midnight on the 10th. December 1973 on a Qantas flight via Perth and Mauritius to Johannesburg, where we arrived the following morning.

We had made contact with Dusty Durrant, who suggested we take a coach to Johannesburg, make our way to the Main station (Park Station) and take a train to Springs, east of Johannesburg, which was close to where he lived. En route to Springs, we passed the main junction station of Germiston and were amazed at the incredible sound coming from the S1 class 0-8-0 shunting locos working at this important yard. Springs held more delights, including a local passenger service to Nigel, worked at that time by 24 class 2-8-4s, which were, as we were to discover, worked hard by their crews. The last remaining 16 class 4-6-2s were also at Springs, along with 4-8-2 types of classes 15 AR and 15F.

With the assistance of Charlie Lewis, Tony and I applied for positions as firemen at Bloemfontein, which was at the crossroads of the main lines to all points of the compass and, at that time, was home to an allocation of over 100 steam locos, all of type 4-8-2. The classes represented were 12R, 15F, 19D, and 23, with visiting classes 25 and 25NC from the Beaconsfield depot at Kimberley. Having been accepted, it was necessary to wait for a Work Permit to be issued, so Tony and I spent just over 4 weeks driving around South Africa, chasing as much steam as we could, knowing that once work started, there would be few opportunities for such pastimes.

Work permits came through in late January 1974, and the day came when we thanked Christine and Dusty Durrant for their hospitality and travelled by train to Bloemfontein – steam-hauled from Kroonstad. On arrival in Bloemfontein, we stayed with Charlie and Mellie Lewis for a few days until, armed with the necessary paperwork, we returned to the employment office, from where we were referred to the Loco depot. At the depot, details were taken down, and we were again reminded that if we were to take this job, we must learn to speak Afrikaans – to which we agreed – and had accommodation arranged at the President Steyn Hostel, one of two hostels in Bloemfontein run by the SAR to house their staff from outside Bloemfontein. When asking the clerk with whom we were dealing when he thought we might start, the reply was ‘you will start tonight’.

The basic shift duration on the South African Railways was 12 hours, with no meal breaks, and overtime was paid at the rate of time and one-third – a far cry from what we had become used to in Australia. There was also no loading for working on Public holidays.

The President Steyn Hostel became our home for most of the remainder of 1974, and while not luxurious, it was comfortable enough, although the rooms were not huge. They contained a single bed, a wardrobe with hanging space, and a small table, which was useful for writing letters back home.

WORKING:

While settling in at the Hostel, a knock on the door saw the Call boy deliver the first shift notification – a 9.05 pm start to work train no. 379 to Zastron, 203 kilometres from Bloemfontein.  So some hours later, tinged with excitement tempered by a degree of apprehension, I reported to Loco to sign on with some assistance from a helpful clerk who also showed me where the loco I was to be on was located. Engine no. 2751 was found – a class 19D 4-8-2, one of the 1946 batch built by Robert Stephenson & Hawthorn in the UK. I saw under the lights of the enormous running shed that was Bloemfontein in the days that this was a very clean loco; that first impression was enhanced when I climbed up into the cab to meet and greet the crew – I had never seen so much polished brass in a space that size!!

Having been introduced to Driver H. J. (Henry) Labuschagne and his regular fireman Johann Connoway, I was shown where the oil store was, where we collected our supply of fresh water from and how to phone out to the shunters when the loco was ready to leave the loco. No. 379 was booked to depart at 10.45 pm, 6 nights a week, and for the first couple of hours, I watched the crew and tried to get the hang of what was happening. After the first couple of hours, I was given things to do which seemed mundane at first, but which soon had me being part of the team, especially when the crew learned that I had some knowledge of steam locos.

I stayed with this crew for two and a half weeks, learning quickly and becoming friends with them and some of the other firemen who were working on this roster – more of that later. At the end of those two and a half weeks as a third man, Tony Marsden and I were to join a class at the Railway College in Bloemfontein, so for the next 3 weeks we learned basic rules, safe working and loco theory after which we sat a written examination. Suddenly, we were firemen!!!! Life at the college was made easier for us as we were fortunate to have two instructors who understood we were not South African and did not, at that time, understand or have any knowledge of the Afrikaans language – that came later. Most of those who were in the class with us didn’t complete the training and went on to other jobs elsewhere, some on the South African Railways, while others left completely. As I had done all my training on a hand-fired loco, before I could work on the 15F or 23 classes, which were equipped with mechanical stokers, I was required to do three shifts on stoker-fired locos. These three trips, 2 of which were rest jobs to Kroonstad – 206 kilometres distant, double track all the way, and not a diesel anywhere - it was like being in heaven. One of these trips stuck in my mind. On the 12th of March, 1974, I signed on at 7.50 pm to work train no.168 to Kroonstad with driver Frank Brown (an English name but spoke not a word of English) and fireman Gilbert Fourie on class 23 No.3298. This loco was a phenomenal steamer, and even with an inexperienced stoker-fireman as I then was, it steamed brilliantly both to and from Kroonstad. The journey to Kroonstad was interrupted by a delay when the train parted, but that is for another story.  The second trip to Kroonstad was also on a 23, but 3267 was not a shadow of the previous loco, and with Driver J.S. Du Toit and fireman Willem Visser, there was a good amount of learning done. I had previously met Willem Visser as he stayed at the same Hostel, and that helped and made life that little bit easier. It was on these three extra trips that I then appreciated how big the 15F and 23 classes were.

I signed off from the previous shift (a Kroonstad rest job or ‘book off’) at 4.20 am on the 15th March, went to the Hostel for a good sleep and then waited for the call boy to let me know what time I should report for what shift. What I actually had was a half-day off!! I was rostered to start at 5.37 pm on the 15th. March to work the Hump C shunt and turned on engine no.2955, a 15F 4-8-2 with driver P. J. Viviers. 2955 was one of 2 hand-fired 15F’s at Bloemfontein at that time, and with a 63-square-foot grate, I was on a steep learning curve! All around Bloemfontein yard and the station were signs declaring ‘Avoid black smoke’ – not always possible, but using the old adage of firing light and often helped. The C shunt was the ‘spotter’ or the loco that rescued wagons that had been shunted into the wrong road or which the retarders had brought to a stop instead of slowing them, so this was a good way to get into the swing of things on my own and with a lot time between moves for us also gave a good opportunity to watch a lot of the other activity around Bloemfontein’s enormous yard.  I remained on the Hump C shunt for the rest of that first week, then found myself on another of the dozen or so shunt jobs that were working 24 hours a day, 7 days a week – this time the North 6 shunt, which worked the livestock sidings located at the far north end of Bloemfontein yard. I was on this shunt for 4 days with a couple of different drivers before another change.

After finishing at 2.15 pm on the 31st of March, I was rostered to start again at 9.45 pm that same night (yes, that’s a seven-and-a-half-hour break) on the North 2 shunt, also on a 15F (no. 3038) and with a different driver – Hermanus (Marnie) Steyn. I remained with Driver Steyn on a rotating roster of shunt jobs, including North 2, West Yard, the Hump C, and we became firm friends and worked together very well right through until the end of April 1974.

During this time, I was also called in on days off to work extra shifts, and a couple of these were at Hamilton, the junction station south of Bloemfontein, where the lines to Burgersdorp to the south and Kimberley to the west diverged. Not having a car at this time, I found myself travelling to work on a steam loco on a train hauled by a steam loco – no. 21 local passenger train from Bloemfontein to Springfontein, mostly worked by a class 23. I was not comfortable with the Driver on these jobs, even though the loco was class 23 no. 3203. My concern about working with this driver was somewhat justified when I learned that, only in the next week, he had gone through a disc signal at stop and put the 23 and some of the wagons in the dirt after the whole lot had taken a graceful dive through an open catch point!!

The Hostel supplied food for these jobs, and while working shunt jobs, it was usually something from the kitchen, which could be heated as well as sandwiches and maybe a small can of tuna or similar. This wasn’t brilliant, but it could get you through a day. Tea, coffee, and sugar were supplied by the Hostel, but milk was bought by the crew (as in, the fireman), and a small bottle would be enough for a 12-hour day or night.

Of these shunt jobs, the one I enjoyed most was the West yard, as there was a variety of arrivals from Kimberley, from which wagons were sorted and re-marshalled, and at least once each day, a transfer from West yard to the main yard was a thrill. The yard ran up hill from Bloemfontein station, and with frequent big loads to move with the loco facing downhill, keeping water at the correct level to avoid the loco picking up the water if the regulator was opened wide to start the load – again, a good learning experience. A long head shunt ran parallel to Cross Street (alongside the railway), and more than once it was necessary to seek assistance to get a load over from West yard to the main yard – probably something around 2000 tons – which just made more noise.

The loco depot provided relief locos for the yard shunters via a job known as the ‘Relief Shunt’. A crew would turn to and fully prepare a loco, which would then be driven to where it was needed, crews would change over, and the previously used loco would then go to loco to be coaled and prepared for its next turn at another of the 12 shunts which were operating at the time in and around Bloemfontein yard. Watering and fire cleaning were done in the immediate area of the shunts, and enough oil, grease and paraffin (used instead of kerosene) were carried to last until the next relief shunt arrived. Of the 12 shunts, 2 in the passenger yard, 6 in the North (main) Yard and West yard were on the Relief shunt roster while the 3 locos that worked in the enormous goods shed (Goods 1, 2 and 3) were prepared in the loco depot at the start of each day and returned at the end of the shift.

Towards the end of April, an opportunity presented itself, upon which I thought for a short while and then approached the Running Shed foreman with a request that I work with Driver H.J. Labuschagne, the driver with whom I had first worked as a trainee some months earlier. This request was granted, and I found myself on a ‘link’ and working with a driver who had been allocated his own loco – 1946 Robert Stephenson & Hawthorn-built class 19D no. 2751. I soon settled into the very different routine of running line firing compared with the shunts from my first months on the job. At that time, there were six permanent drivers on the 19 class link: G.D. van der Merwe with loco no. 3349 (one of the last North British-built versions with a torpedo tender); C. P. Kleingeld loco No.2742, J.A.J. van Vuuren loco No.2683; J.A. du Preez loco No.2539; W.E. Redguard loco No.2587 as well as Henry Labuschagne on No.2751.

Over the months I worked with ‘Lappies’, as he was known, I learned that he had been in Bloemfontein since the 1950s, and among the early jobs he worked were the likes of a Johannesburg rest on a hand-fired wide firebox 16DA 4-6-2. Bloemfontein to Johannesburg was a shade under 400 kilometres, and the line negotiated several major river crossings, making for a telling time on the footplate, especially with a wide firebox loco. Lappies eventually worked his way up to driver through the pool of crews, until being appointed to the passenger link in the late 1960s, where his last allocated loco was a class 23 4-8-2, no. 3203, on which I had done two recent reliefs at Hamilton – a far cry from days on the Passenger link. When he was first appointed to the 19 class link, Bloemfontein was allocated a number of the 19C 4-8-2’s – basically a 19D but with rotary cam valve gear instead of the Walschaerts on the remainder. According to Lappies, the 19Cs were about as good as a 19D for load hauling but had a noisy exhaust.

The roster worked (the rotation of the trains we worked) more or less as follows:

Week 1 night shift 385 goods to Zastron, book off to rest and return on 388 goods; these trains we ran 3 times in the week.

Week 2 day shift Sunday 8.45 am start to run 395 express goods to Aliwal North (this ran almost to passenger timings and was authorised to shunt only at Sannaspos, Wepener and Zastron) to place a loco at Aliwal North to return No.178 passenger to Bloemfontein the next day. Sign-on was at 0700 and off at 1720, which was a relatively short day! The following day was a 0510 start for the New Works shunt at Bloemfontein workshops, which involved little shunting but a lot of time cleaning the loco, eating food, drinking tea and talking! The day after, on duty at 0715 to prepare and run 177 passenger to Aliwal North, book off and return the up (No.178) to Bloemfontein the next day. Then two more days shunting in Bloemfontein workshops before finishing ‘early’ at 1410 on a Saturday.

Week 3 night shift and another week on 385 and 388 to Zastron.

Week 4, day shift 0550 start to work no. 389 pick-up goods to Zastron, rest, then return the next day on the up pick-up, which was no.376. The next 3 days were spent shunting in the Bloemfontein workshops (it was on one of these days that I first ‘ran foul’ of officialdom. Lappies had been given a replacement loco for no.2751, which had gone to Uitenhage Works at Port Elizabeth for a complete overhaul and had settled on 2745, which had been at Springfontein for some time. She was what I will describe as ‘grubby’ when we first got her, but had also at some stage been fitted with a domeless boiler taken from one of the first order 19D’s – some said they didn’t look like a loco, but from an engineman’s point of view, it was a brilliant steamer. As we had made some significant progress on cleaning this loco, I took my camera to work to record what we had done, and on signing off that day, I was summoned to the Foreman’s office to be told in no uncertain terms that I was not to take my camera anywhere in the Workshops or anywhere else, for that matter. No doubt someone had spotted what I was doing, and I knew of suspicion among some that we Aussies were regarded as ‘communist infiltrators’, so this is probably what led to that. I just worked on. The week concluded with a 0715 start on Saturday to work no.177 passenger to Aliwal North, rest and return on no. 396 express goods to Bloemfontein; for this job, we convinced the Guard to start an hour earlier, so we were back on at 2330 and off the next morning at 0840. This night I remember well – engine and van from Aliwal North, a half load from Zastron, and a full load back from Wepener to Bloemfontein.

Week 5 night shift, the whole week 2105 start to work no.379 passenger to Zastron, rest, sign on at 1515, shunt Zastron yard for 4 hours then run no. 380 back to Bloemfontein. This train was authorised to be loaded in each direction with up to 12 bogie vehicles total for urgent perishables or livestock, but I was lucky enough for this not to happen while I was on the job.

Week 6, day shift: the first 2 days shunting in Bloemfontein workshops (that loco was really clean by now), then no.389 Zastron pick up goods, rest and work 376 back home the following day. The week ended with 177 passenger to Aliwal North on Friday morning and returning on Saturday on no.178.

Week 7 night shift with a slight difference: first night 379 to Zastron, book off and run No.380 home the following night. Next night, 385 through goods to Zastron, then work back the following night on No.388. The week ended with another 379/380 turn to Zastron on the night passenger train.

Week 8 day shift started with a 0715 start on Monday to work No.177 to Aliwal North, rest and work home the next day on No.178. The following day saw us on possibly my least-favoured job, which was No.73 pick-up goods to Modderpoort on the Bethlehem line. The work itself was not so bad, and apart from a change of scenery, there was always the chance to cross one of the Bethlehem trains worked at that stage by 25NC 4-8-4s, recently drafted in following dieselisation south of De Aar. The thing that made this job unpleasant was the rest house at Modderpoort which was contained within the station complex and the bedrooms were cold and inhabited by all sorts of other mysterious creatures and one night there was so bad I got out of the bad, walked over to where the loco was stabled in the yard and curled up on the cab floor – not so comfortable but minus the bed bugs or whatever they were! The week ended with the Zastron pick-up: goods No.389 out and No.376 back the following day.

Coal supplied to the South African Railways was not of the best quality, and South African coal has similar characteristics to Indian coal as well as Lithgow coal in New South Wales, having a high hash content and impurities, which lead to clinker forming in fireboxes. Fire cleaning was a frequent exercise on all locos on all lines. During May 1974, an administrative error somewhere saw Bloemfontein receive a load of export-quality coal. Loco crews thought their Christmases had come all at once!! For a few glorious days, locos steamed freely, there were a lot less fires cleaned, and a lot of trains found themselves waiting for the clock to catch up to departure time. It soon returned to normal, though.

During the last week of July 1974, we were advised by the Running Shed foreman that our Loco was due for a 15M examination the following day, so we would need to take the kit off and have it in the kit store overnight. The 15M exam covered Boiler washout, tube blow, inspection of fire box and smoke box, check of side rods, axle boxes and anything else they could find to look at. For the remaining 4 days of that week, we worked with pool locos and the first two nights of the following night shift week. 2745 was returned to us for the next night in usual ex-fitters’ condition, which meant a lot of work to restore her to the condition we wanted. At this stage, we had a very good trainee fireman with us by the name of Gabriel Venter, who hailed from Burgersdorp. He was close to the end of training by this time, and he and I were taking a section at a time, firing to spread the load and help him along. I would usually start and fire to Sannaspos; he would fire to Dewetsdorp; I would take it to Wepener, and Gabriel would go to Boesmanskop, which would leave me to go to Zastron. We would take whatever chance to help each other out, which spoiled me a bit as other trainees came along who did not have Gabriel’s ability or enthusiasm.

One night, we were working No.385 goods to Zastron. I had fired to Sannaspos, Gabriel to Dewetsdorp, and I took over there for the difficult section to Wepener. From DeWetsdorp at a height of 1521 metres, the line climbed to Pamir at 1605 metres in 12 kilometres, mostly at 1 in 66 but steepening to 1 in 50 near the top, before dropping down through Castor and Jammerdrift, crossing the Caledon River and into Wepener at 1438 metres. About halfway through the climb to Pamir, I noticed I was having to fire heavier on the right-hand side to maintain an even fire and brought this to Lappies’ attention. While drifting downhill towards Jammerdrift, as we passed under a road bridge, an unfamiliar knocking and whistling sound was heard from the left-hand side. Lappies and I exchanged glances, and the speed was reduced until we could get into Wepener and have a look at what may have been wrong. Gabriel took water, I got into cleaning the fire, and Lappies went to look around. After some minutes, he appeared at the cab and said, "Come and have a look." The butt cover on the eccentric crank had worked loose and fallen off, with the likely result that the valves in the steam chest on the left-hand side were not functioning correctly and possibly over-travelled, which also explained why the fire was being chopped out on the right-hand side. Lappies went off to phone Operating and explain the situation while Gabriel and I finished the fire cleaning and made a billy of tea. Lappies returned with the news that we were to take down the left-hand side valve gear, place a collar on the crank, turn the loco, and work back with the van only to Bloemfontein. This was a good experience for both the trainee and me, and having started at 12.40 am, we signed off at 4.20 pm – a 16-hour day!! It was subsequently revealed that the cover had not been replaced correctly during the 15M exam.

Over the ensuing weeks, we had detected a slight blow that seemed to be from the front end somewhere. This became louder, and when an occasion presented itself, we took time to do some quartering tests, which led to the conclusion that rings were blowing past on the left-hand side, and a repair booking was made by Lappies. After a week or more of no action – not that this was having a huge effect on the loco and its performance – Lappies again reported the matter 2 days later, having returned from an Aliwal North book off, I was in the fireman’s change room when a driver approached me and said Lappies wanted to see me in the drivers’ change room upstairs. I went up and saw my mate in a stressed appearance, and he told me that the foreman had accused me of sabotaging the loco as I was clearly up to no good. How could I have done this? Quite simply, by turning off the lubrication to the left-hand side steam chest and cylinder, as the hydrostatic lubricator was on the fireman’s side and under his control. Needless to say, I had done nothing of the sort, and I was pleased to learn that Lappies had strongly supported me.

That, though, was enough. I handed in my notice and finished up on the 4th September on a Workshops shunt with driver J.S. du Toit, as Lappies was at that time at the Railway College at Esselen Park, Pretoria, where he was learning electric locomotives in preparation for the energising of the Bloemfontein to Kroonstad section. I thoroughly enjoyed the time I had spent at Bloemfontein’s enormous shed, especially having the opportunity to work on the different classes of locomotive and on the different shunts, haulers and trains. It was physically demanding and tiring, but that was what we had gone to South Africa to do, and we came away with a very different perspective on life. I remained in contact with Henry Labuschagne for several years, and last saw him on a brief visit to South Africa in 1979. Not long after he retired on pension, the letters stopped coming, and I can now assume he has passed away to the big loco shed in the sky.’

Below is a copy of Peter Micenko’s early log of the run from Zastron to Bloemfontein with the Saturday passenger train, which was hauled by 19D number 2692 from Aliwal North on 14 January 1978, with recoiling at Zastron. 

Welkom - Hennenman - Bloemfontein - Zastron - Aliwal-North – Return

contributed by John and Jacque Wepener

Today, 1989 seems like a long time ago, but back then, it was still safe enough to leave your car parked at the station, and it would still be there when you returned.

We departed Welkom (height 1376m) station at 18:05 on 27 September 1989 on the daily "Sandveld Express" from Allanridge to Johannesburg as far as Hennenman. The train consisted of seven passenger coaches, a steam car and 2x 5E1s up front. Back then, this train was well used by migrant mine workers, and at our first stop, Mothusi, the platform was alive with people, and the large shunting yard was a hive of activity. (Now closed and yard uplifted, even the footbridge is being carried away as scrap.) Next, we crossed a block load of maize at Kaalvlei. Then Mooiveld and Whites and finally Hennenman, platform 3. {24 km}

At Hennenman (height 1405m), we boarded the Amatola to Bloemfontein at 19:26. We enjoyed dinner in the dining car just after Virginia, then on to Theunissen and Brandfort and arriving at Bloemfontein (height 1392m) at 21:48. {154 km}

The Zastron train was a mixed train. Up front were 2x 35-class diesels, a steam-heating van, 6x passenger coaches, a variety of goods trucks, and a goods guards van painted in red and grey. We departed Bloemfontein at 22:45 on a very cold Free State evening as a cold front was moving through the country. Soon, we were snugly tucked into our compartment, and the heater was on fully. Unfortunately, the heater was stuck in the on position, and by the time we reached Sannaspos, we were feeling the heat. This meant we had to open the windows ever so slightly to let the cold winter creep in. After that, the night went smoothly with lots of stops to do some shunting and pick up work. We arrived at Zastron (height 1679m) at 06:15 on 28 September 1989. {204 km}

We went on to explore Zastron for breakfast, as our train to Aliwal-North was not scheduled to depart until 08:00, and the train crew said they would not leave without us anyway. Upon returning to the station, we found a large group of primary school children who were about to take a train trip to Rouxville. (For some, the first in their lives). The Aliwal-North train is only a "TX" van hooked onto the back of the daily goods train. No problem with the good old SAR. They simply uncoupled one of the 2nd-class saloons from our Bloemfontein train and attached it to the Aliwal-North train, and off we went, though a little late. The driver was soon "kapping" it out, and soon we were arriving at our halts ahead of time. Plenty of shunting was done along the way, and after all the screaming kids detrained at Rouxville, we had the whole coach to ourselves. Back then, this section was still Van Schoor, so the assistant had to retrieve the token at every station. Aliwal-North (height 1355m) was reached at 11:45 {79 km}. Here, the train was re-marshalled, and after a quick stroll through town, we left for Zastron at 12:15.

The return trip was fast with not much shunting, and we reached Zastron at 16:00 with the passenger train having its coach returned. We relaxed at the station and did some exploring to pass the time. At about 19:00, the diesels were started up, and afterwards the steam car. Departure from Zastron was at 20:00. The driver invited us (the only passengers on the train) onto the footplate to Rietdraai, and it was spectacular to see the sealed beam light up the passing veld. Before retiring for the night, we chatted to the conductor, and he told us he had fired on 16E No. 857, which was then still standing in front of Bloemfontein station.

Arrival time in Bloemfontein was a very chilly 03:32 on 29 September 1989. Here we waited on an overcrowded, freezing platform for the Amatola, which would take us to Hennenman. At 04:00, we got onto a lovely warm Amatola, and after purchasing some Railway coffee, we arrived at 06:23, platform 1. Then across the footbridge to an already waiting Welkom "taxi" next to platform 3, departing at 06:40.

We arrived at Welkom station at 07:28 after a most successful rail journey.

What a pity this has all come to pass.

Compiled by Peter Micenko ©

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 and Peter Micenko.

Photographic credits: Dennis Moore; Ken Livermore, NBL Preservation Group; Peter Micenko; Peter Stow and Warwick Falconer

THE SURVIVING STEAM FROM THE

BLOEMFONTEIN AND BETHLEHEM SHEDS 

After steam finished in regular service, some survived, and this sub-chapter tries to capture these survivors (but for how long?). It is relevant to remember how much international hard currency was generated by steam railway tourists when ‘Steam’ was in regular service, and how proud the South African Railways men and women were of their railway, stations, and steam locomotives and carriages.

Love’s Labours Lost - The Bethlehem Steam Railway.

The Bloemfontein to Bethlehem line was a particular railway line known internationally for its beautiful South African scenery, fantastic climate, and steam haulage, so a few words should be recorded about one particular attempt to keep it as a steam-hauled commercial tourist railway.

In the early 1990s two business men with an interest in steam railways (Jamie Hart and Michael Carter), knowing that Transnet Heritage was looking at various lines in South Africa to propose as a Heritage Operation to tap the potential tourist market, both local and overseas got together to establish if they could do something to keep the Bloemfontein to Bethlehem line open as a steam operated line.

I think the following short piece, summarised from correspondence with Jamie Hart, gives some details on proposals, progress, and events.

Three locomotives from Kimberley were relocated to Bethlehem by Alan Clarke. These were 3496, 3536 and 3431.  Locomotive 3496 was in the best condition, and, as per Mike and Jamie’s business plan, they started converting that loco to oil burning using the expertise of the late Phil Girdlestone. The oil conversion fabrications are being made through Phil Girdlestone’s engineering enterprises. The tender oil tank was fabricated and fitted, and the oil burner was fabricated, ready to fit to the loco, but things stopped at that stage for various external reasons. It is understood that Mr Wilfred Mole assisted with some finances during this early phase, and that the equipment is available if an enterprise wishes to finish the job on Locomotive 3496.

It is understood that events occurred with Jamie relocating to the Cape, and later Mike also moving to the Cape, after which 3496 and 3536 were eventually moved to Kommandonek by Wilfred Mole for safekeeping, as 3431 had already been cut up ‘by mistake’ by the scrap merchants busy at Bethlehem at the time.

Like all businesses, preservation needs to work on business principles to succeed, and Jamie and Mike had several meetings with Transnet, notably with the Free State Regional management (Johan Uys), who was sympathetic to their cause and agreed with the business plan. He also sent it on to Transnet’s Braam le Roux. The idea was to run the ‘Orange Express’ via the Bloemfontein–Bethlehem line rather than via Kroonstad on selected days as a tourist attraction. This was at the time when Transnet was considering the Bethlehem Line as a tourist line.

As with all proposals or projects, four feasibility criteria must be met for the project or proposal to succeed. The business plan, particularly the use of oil-burning steam locomotives, achieved Technical, Economic, and Operational feasibility but eventually failed on Organisational feasibility. Although Senior Management in Head Office and in the Region was supportive, the lower levels perceived an impact on their comfort levels and did their best to interfere with and obstruct the project. This is a common human aspect in many enterprises worldwide and is often forgotten in feasibility studies.

Where are they now?

Preservation opportunities and successes of sorts. Some of the locomotives that worked between Bloemfontein and Bethlehem are now ‘preserved’. 

The Bloemfontein to Bethlehem line attracted the heaviest locomotives in its heyday. Not the least being the 25NC locomotives of which 22 were allocated to Bethlehem depot to work the line from the early 1970s to the end of steam traction on the line. The Bloemfontein to Modderpoort section, having the major steam depot and works in Bloemfontein, also attracted ‘big power’ in the form of 16Ds, 15Es, 15Fs, 23 class and also a couple of 25NCs in the final years. Some of these survived in various forms for preservation.

This final part of the chapter is included to show some of these survivors, but notably leaning to the final 22 Bethlehem members of the 25NC class that survived into preservation.

These are Numbers 3404, 3405, 3407, 3410, and 3422.

Also included are some of the 25NCs’ predecessors from Bloemfontein and Bethlehem sheds or connected with ‘Bloemfontein or Free State’. Locomotives 16DA Pacifics 850 and 878, 15AR 1850 and 15E 2878 are also included.

The 25 NC ‘Bethlehem’ locomotives

Locomotive 3404

Locomotive 3405

Locomotive 3410

Locomotive 3411

Locomotive 3411 was the final locomotive of Bethlehem driver Oompie van Dyk? and SoAR contributor Michael Carter, after their normal locomotive No.3416 ‘Queen of Sheba’ was damaged beyond repair in a head-on collision near Barnea. Neither of these two persons was crewing the locomotive at the time.  Number 3411 was transferred to Beaconsfield after dieselisation of the Bethlehem line and worked there until the ‘end of steam’ on SAR, after which it was ‘plinthed’ on Kimberley station platform to replace the 6J that was released and sent to the Transnet Transport Museum in George, Western Cape Province.

Locomotive 3422

Before the 25NCs worked the Bloemfontein - Bethlehem line.

Other locomotive types also survived at Bloemfontein, and it is trusted these photos will bring back memories of times before the 25NCs became the ultimate steam power on the line. Early on, there were various classes, 6, 7, and 8, and later still 15A and 15AR, 15F, 23, and 16DA classes. For brevity, I have only included locomotives from ex-Bethlehem and Bloemfontein sheds. The 16DA of both normal and wide firebox versions from Bloemfontein shed worked Thaba Nchu and Ladybrand trains.

The 16DA locomotives

In the early steam days, workings on the southern end of the line to Modderpoort were pulled by locomotives from the Bloemfontein sheds. Apart from the 15F and 23 classes, Bloemfontein was home to many Pacifics, notably the 16 DA class. The following photographs depict some of these locomotives that survived into the preservation era.

Wide firebox 16DA No.878

Normal firebox 16DA number 850

The 15A and 15AR

Only one 15AR No.1850 is currently located at the Bloemfontein shed and has worked a tour train on the Bethlehem line. I have stretched the SoAR boundaries slightly to include these three scenes.

The 15Es or ‘Bongols’

15Es from the Cape mainline, after electrification, were successfully used on the Bethlehem line. Only one 15E, number 2878, after returning from Rhodesia, survived into the Preservation Era. Although used in Rhodesia, the Transnet Heritage Foundation (THF) swapped it for another member of the class for preservation. After restoration to running order, along with a 16E by Alan Watson and his team, the locomotive was used in the late 1970s on both regular and tourist services, mainly based out of Millsite Shed on the Reef. At the time of writing, this locomotive is in Bloemfontein.

And Finally

But not quite .........