Part 9 - Harrismith to Bethlehem and Kroonstad

THE HARRISMITH - BETHLEHEM – KROONSTAD RAILWAY

SETTING THE SCENE

We need to begin at Ladysmith to trace the history of the Harrismith-Kroonstad Railway and then look at the bigger picture of the events that played a crucial role in constructing this railway.

When the Natal Government Railways (NGR) reached Ladysmith in 1886, the railways in Natal operated at a considerable financial loss. The following year saw the turning point to economic prosperity following the discovery of gold on the Witwatersrand in the South African Republic (ZAR)*. Thousands of miners flocked to the area, leading to the establishment of Johannesburg and the adjoining conurbation. So, the race was on between the two rival colonial railways, the Cape Government and the Natal Government, who would first reach the cherished goal, the Witwatersrand Goldfields.

*Zuid-Afrikaanische Republiek (ZAR)–South African Republic (also called the Transvaal Republic).

Natal realised that a rail link to the goldfields would benefit the colony more than any other part of the sub-continent because Durban had a distance advantage over the shortest rail connection with a Cape seaport, namely East London. The immediate reaction was to hasten the continuation of the Natal Main Line towards the Transvaal border and ultimately to Johannesburg to secure a share of the lucrative traffic. In addition, income derived from transporting coal from the coal fields in Northern Natal would make the railway even more profitable. At the same time, a rail link from Natal to the Orange Free State border was desirable to divert traffic to and from the Kimberley Diamond Fields through Durban.

Consequently, in 1887, railway construction of the main line forged ahead from Ladysmith, opening to Charlestown on 7 April 1891. By reaching the border, Natal appeared assured that it was well-placed to win the race.

But at this juncture, geopolitics came into play. To foster good relations with the South African Republic, President Paul Kruger and representatives of his government were invited to attend the opening ceremony at Charlestown. After that, a special train conveyed President Kruger and his entourage on an official visit to Natal, stopping at Newcastle, Ladysmith, Pietermaritzburg and Durban. Despite being lavishly feted, Paul Kruger steadfastly blocked the railway extension from Natal from entering the ZAR until the Eastern Line under construction from Delagoa Bay to Pretoria was completed.

As for the Orange Free State, the Volksraad (Government) was not yet committed to building railways. As late as 1887, 'Anti-Railway Conferences' were convened to deter the construction of railways through its territory. Arguments included: all railways were unnecessary; they were detrimental to transport riding by wagon; they were injurious to horse-breeding; they were likely to entail heavy land taxes, and they would encroach on property rights. Not deterred by the anti-railway lobbyists, the Cape Colonial Government pursued its expansionist tactics to ensure it captured the lion's share of traffic destined for the 'Rand' by persuading the OFS Volksraad to allow them to finance, build, equip and operate the territory's railways. Once an agreement was signed, the Cape Government Railways (CGR) immediately extended their Midland System line from a junction near Colesberg to Norval's Pont on the south bank of the Orange River by November 1889. Simultaneously, the Cape Eastern System extension from Albert Junction (later named Dreunberg) was built to join the main line at Springfontein. The main line reached Bloemfontein on 17 December 1890. Construction was pushed forward with such vigour that train services operated to Kroonstad by 20 February 1892. Just three months later, on 7 May, the rails reached the south bank of the Vaal River at Viljoensdrift.

Meanwhile, the Nederlandsche Zuid-Afrikaansche Spoorweg-Maatschappij (NZASM) had severe financial problems affecting the completion of the Eastern Line. Enter Cecil John Rhodes, the Cape premier, who negotiated a deal in December 1891 whereby a loan was made available to the NZASM to complete the railway from the Vaal River to Elandsfontein (later Germiston). In return, provision was made for the CGR to use the line. On 21 May 1892, the rails were extended across a temporary bridge over the Vaal River and connected to the NZASM's line, which opened to traffic on 15 September 1892 to Elandsfontein and on 1 January 1893 to Pretoria. And so, the CGR succeeded in reaching the Witwatersrand goldfields first.

While President Kruger was still blocking the Natal Main Line's extension over ZAR territory, a continuation of the railway from Van Reenen via Harrismith and Viljoens Drift to connect to the Cape Government Railways' line was considered in 1892 as an alternative to the goldfields. Natal used this option as leverage for President Kruger to allow the Natal Main Line onto his territory because had the extension been built across the north-eastern Free State, a direct route to Durban could have threatened the profitability of the Eastern Line to Delagoa Bay. Furthermore, it prevented the ZAR from controlling railway traffic to and from Natal operating through the Free State-Cape customs union.

Bain's Railway Map, c. 1903, indicates the route proposed from Glenlennie to Viljoens Drift.

The first sign that President Kruger was softening his opposition came in October 1892 when the ZAR Volksraad authorised the Natal Government to undertake a provisional survey of the route from Charlestown to Johannesburg. A breakthrough finally came in on 3 December 1892, when an interim agreement was signed, which permitted Natal Government Railways building, at its own expense, the extension of the main line from Charlestown to link up with the line connecting the Vaal River bridge to Elandsfontein. On 10 October 1895, the rails were ceremonially joined at a point some 4 miles south of Heidelberg. Passenger services started operating on 14 December 1895 from Johannesburg to Durban, but goods traffic, destined to begin on 2 January 1896, was delayed until the 20th. The delay was caused by the upheaval and disruption between 29 December 1895 and 2 January 1896 by the botched attempt to overthrow the ZAR Government during the Jameson Raid orchestrated by none other than Cecil John Rhodes.

LADYSMITH – VAN REENEN - HARRISMITH

After the survey for the rail link from Ladysmith to Van Reenen was finalised, the route was pegged out in June 1889. A junction was formed a mile north of Ladysmith Station, recorded as 190¼ miles from Durban and 3350ft asl, and appropriately named Orange Free State Junction. However, terminating the line at Van Reenen was not considered very remunerative, and tapping into the OFS's rich agricultural eastern region would make the undertaking more profitable. Negotiations with the OFS Volksraad resulted in the Natal Railway Administration being granted the sole right to build, equip and operate the extension from Van Reenen to Harrismith. Representatives of both Governments met in Harrismith on 25 February 1890 to work out the agreement's details. In terms of the agreement signed on 24 June 1890, the railway was to be completed within three years of the turning of the first sod. Significantly, while profits would be equally shared between the two Governments, all operating losses would be borne by Natal alone. The Free State could, at any time, after giving six months' notice, take over the railway at the cost of its original construction and any other capital expenditure.

1. The customary 'turning of the first turf' ceremony was held on 7 November 1889 at Orange Free State Junction "in glorious weather and most auspicious circumstances". In preparation for this important event to mark the linking of Natal with the Orange Free State by rail, Ladysmith was "en fête" for the occasion, with bunting flying from every vantage point and the station decorated with flags and streamers. The Natal Mercury reported that the ceremony was performed at noon by Sir Charles Mitchell, Governor of Natal, in the presence of A Fischer, J G Fraser and M I Martyn, representing the OFS Volksraad and guests and officials from the Natal Colonial Government.

The 27½-mile section of the line from the junction at Ladysmith to Brakwal Neck presented no significant constructional problems. After that, an ascent of 883 feet, graded at 1 in 30, for 7½ miles was overcome by laying three reverses. Progress of the work on the branch to Van Reenen was in keeping with the nature of the terrain; the rails reached the border between Natal and the Orange Free State on 8 August 1891 and opened to passenger traffic on 19 November. Goods traffic was deferred until the railway was completed to Harrismith.

2. This undated photograph of Van Reenen Station was found among the pictures of the Chandler Family album. It shows the typical NGR-style timber and corrugated-iron station building with some colonists in their period attire posing for the photographer. At 5520ft, this was the highest station in Natal, located a short distance from the border with the Orange Free State. It may not be widely known that the current Van Reenen Station is across the Free State border – it was probably re-sited when the track was realigned in the early 1960s.

Contracts for the earthworks and masonry culverts from Van Reenen to Harrismith were awarded on 22 January 1891†. The route generally followed the course of the Wilge River, graded at 1 in 80 with 600ft minimum radius curves. The energetic approach of the work crews completed the extension four months ahead of schedule. The extension from Van Reenen to Harrismith was taken into use on 13 July 1892. Initially, there was only one station, Albertina, later renamed Swinburne, between Van Reenen and Harrismith.

Distance from Durban, elevation in feet

Van Reenen 226 5520·49 Staging Station at

OFS border

Albertina 234¼ 5408·46 Passing Station

Harrismith 249½ 5322·30 Temporary Terminus

† The section from Van Reenen to Harrismith was built and operated by the NGR under an agreement signed on 24 June 1890 between the Orange Free State Volksraad and the Natal Colonial Government. The Orange Free State Volksraad authorised the Natal Railway Administration to construct, maintain and work, at its own risk, the line from Van Reenen to Harrismith. Working of the line was taken over by the CENTRAL SOUTH AFRICAN RAILWAYS (CSAR) in November 1903. No construction maintenance was allowed under capital expenditure (Under Law 29 of 1890, a sum of £260 000 was authorised for the construction of this section).

3. Dignitaries and station staff pose at Harrismith Station to record the arrival of the inaugural train on 13 July 1892.

THL photo ZA 0375-P-P0486_01

HARRISMITH – BETHLEHEM

4. Bethlehem 1898 - turning of the first sod for the Harrismith - Bethlehem line. No details are given on this THL photo of the identity of the lady with the spade performing the ceremonial cutting of the first patch of soil and the townsfolk of Bethlehem dressed in their best outfits watching on. The photographer is receiving a critical look from the gentleman sporting an oversize "boeppens" (potbelly).

With the rail link completed to Johannesburg and the goldfields in 1895, there was no longer a need for an extension from Harrismith to Viljoensdrift. All further railway construction plans were put on hold during the 1899-1902 Second South African War of Independence.

The Imperial Military Authorities (IMR) assumed control of the railways in the Transvaal and Orange Free State from 11 September 1900 and commenced construction of the following lines: Bloemfontein-Modderpoort; Harrismith-Bethlehem; India Junction-New Canada and India Junction-Driehoek. On 1 July 1902, the IMR was handed over to the Central South African Railways (CSAR) administration.

After the cessation of hostilities in June 1902, the Inter Colonial Council of the Transvaal and Orange River Colony (ORC)* initiated a resolution with the following arrangements:

* The Orange Free State was known between 1902 and 1910 as the Orange River Colony.

(a) NGR to work the section between Van Reenen and Bethlehem at the expense of the CSAR Administration*.

(b) The agreement, dated 10 March 1905, between NGR & CSAR empowered NGR to construct, equip, maintain and work at its own expense until expropriated, a line from Bethlehem to Kroonstad*.

The 20 miles 20 chains long section from Harrismith to Aberfeldy was opened on 1 April 1903, and 44 miles 22 chains to Bethlehem on 1 March 1905. Following the opening of the railway, the financial arrangement for working the line from Van Reenen to Bethlehem allowed the NGR to deduct the operating expenses from the gross amount earned and the balance to be paid half-yearly to the CSAR Administration. The NGR would be compensated for the deficit if the cost of working the line exceeded the total income derived.

STATIONS AND STOPPING PLACES (1910)

Harrismith, 5321ft, 60 miles (from Ladysmith)

Glen Lennie Halt, 5253ft, 70 miles

Aberfeldy Station, 5315ft, 81 miles

Chivelston Halt, 5514, 88 miles

Kestell Road, 5603 ft, 93 miles (later named Afrikaskop)

Tiger River Station, 5466ft, 104 miles (later named Kransfontein)

Sherbrooke Halt, 5547, 110 miles

Annandale Halt, 5454 ft, 118

Bethlehem, 5368ft, 125 miles

5. Opening of the Harrismith – Bethlehem Railway, 28 February 1905.

H.E. Sir H Goold Adams and officers of the CSAR and NGR Administrations.

G R Holgate (Res. Eng. NGR), A J Humby (Supt. Eng. NGR), C J Armstrong (Div. Eng. CSAR), Mr Rees (Priv. Sec. CSAR), D A Hendrie (Loco Supt. NGR), Major Cox (A D C), W S Hopkins (Act Dist. Supt. NGR), G G Elliott (Act. Ch. Loco Supt. CSAR), G H Whitehouse (Asst. Eng. CSAR),

Senor Albers (Dir CFLM), B P Wall (Ch Eng, CSAR), Sir David Hunter (Gen. Man. NGR), H.E. Sir H Goold Adams (Lieut. Governor ORC), T R Price (Gen. Man. CSAR), W H Cobley (Act. C.E. NGR), W H Barnett (Act. Ch. T Man. CSAR)

THL photo ZA 0375-N-N68348_141

6. Bethlehem Station c 1920

BETHLEHEM – KROONSTAD RAILWAY

This vital link to the main trunk route through the Orange River Colony (see map), as the Orange Free State was known between 1902 and 1910*, was provided by the NGR. An agreement was signed on 10 March 1905 between the Colonial Government of Natal and the Central South African Railways, which empowered the NGR to construct, equip, maintain and work at its own expense until expropriated, a line from Bethlehem to Kroonstad. The NGR was also given the authority to operate the railway from Van Reenen to Bethlehem, and the cost was charged to the CSAR Administration.

* From the end of the Second War of Independence (Anglo-Boer War) in 1902 until 1910, when the ORC became a province of the Union of South Africa.

The Natal Colonial Government was authorised to raise a loan of £650 000 and advance £150 000 to the CSAR's Commissioner to finance the building of a railway from Bethlehem to Modderpoort.

Building the railway was undertaken as a departmental project by the NGR and accordingly advertised in several South African newspapers, calling for the submission of tenders by 22 May 1905. Resident Engineer G R Holgate was appointed as supervisor. Trial surveys were already done at the beginning of 1905, which located a line of 88½ miles on a ruling gradient of 1 in 65 compensated for curves of 703 ft minimum radius.

The route adopted was a continuation of the Harrismith-Bethlehem line from the far end of Bethlehem Station Yard instead of a reverse route at the Harrismith end as initially intended. The junction with the ORC main line was made south of the Valsch River (Valsrivier), about 1¾ miles from Kroonstad.

Orders were placed in England for the permanent way material, and hardwood sleepers were obtained from Australia. Construction work started on 27 May, subcontracted in sections so that by the end of 1905, considerable progress had been made with the formation, culverts and laying rails.

The permanent way comprised 60lbs/yd flat-bottomed steel rails, British Standard Section, with 6-hole angle fish plates. The rails were spiked directly to the Australian hardwood sleepers without plate chairs. Initially, the track was placed on inferior ballast. Some 2000 tons of rails and fastenings were ordered. The first shipment of hardwood sleepers arrived in Durban on 14 November 1905.

By the end of 1905, rails from Bethlehem were laid for 19½ miles and 27 miles from the Kroonstad end, respectively. Track laying was completed on 15 February 1906, and the line opened to a goods service. The Lieutenant-Governor of the ORC travelled from Kroonstad to Bethlehem on 18 February, and the line was opened to public traffic on 21 June with restricted speed pending the completion of ballasting.

STATIONS AND STOPPING PLACES (1906)

Bethlehem (0 miles) (314¾ miles from Durban)

Meets Stopping Place (7 miles)

Valsch River Station (16½ miles), passing loop

Kaallaagte Stopping Place (22¼ miles)

Kaffir Kop Stopping Place (28½ miles), double dead-end siding.

Lindley Road Station (36¾ miles), sidings.

Komspruit Stopping Place (47¼ miles)

Lovat Station (54¼ miles), sidings.

Oosthuysen Stopping Place (60¼ miles)

Wonderkop (70½ miles), passing loop

Cowie Stopping Place. (77¾ miles), double dead-end siding.

Kroonstad Junction (88½ miles) (403¼ miles from Durban), loop & sidings.

Kroonstad Station (1¾ miles) (405 miles from Durban).

BRIDGES

The Valsch River (Valsrivier) bridge, 16 miles from Bethlehem, comprising two 100-foot spans, was only one of importance. Second-hand lattice girders were obtained from the CSAR Administration for its construction.

Other bridges were:

Lang Spruit (4 miles), two 15ft arches.

Sevenfontein Spruit (14 miles), a 30ft span through bridge.

Valsch River (16 miles), two 100-foot spans, lattice girders.

Naude Spruit (17 miles), a 20ft arch.

Brak Spruit (21 miles), a 30 ft span through bridge.

Solz's Spruit (34 miles), two 30ft spans through bridge.

Louws Spruit (41 miles), a 30 ft span through bridge.

Bloomplaats Spruit (58 miles), a 20 ft span deck bridge.

Geldenhuis Spruit (59½ miles), a 20 ft span deck bridge.

Yankee Spruit (60¼ miles), 20 ft span deck bridge.

Belladonna Spruit (62 miles), a 20 ft span deck bridge.

KROONSTAD - BETHLEHEM - HARRISMITH from Charlie Lewis

I have reversed the direction of my input from Bruno's correct (east - west) description of the construction of the line (which completed the link-up of the Natal and OFS systems in 1906). My reason is that this was my introduction to the route in July 1952. Hence the photos from here on will be placed in geographical order eastwards from Krooonstad. But first.......

In April 1964 Melly and I went to live in England. In December 1967 we returned. During that time steam in the UK practically disappeared (even locomotives less than ten years old were being scrapped and the bulk of freight gone over to road) as well as in most of Europe. This woke me up to a realisation: it could and would happen in RSA. During those four crucial years SAR had electrified Witbank to Komatipoort, dieselised East London to Bloemfontein and electrified Johannesburg to Kimberley. We landed in Cape Town to be greeted with the news that the next coast-to-highveld main line to lose its steam would be Port Elizabeth to De Aar. There was NO time to lose. In fact we got home already a year too late but thank goodness there had been steady hands at the helm in the shape of Les Pivnic and (later) Allen Jorgensen, Dusty Durrant and a few (very few) other Saffers.

So I immediately signed up with SAR who needed an assistant engineer (maintenance) at Bloemfontein. We arrived there in January 1968.

Believe it or not, my first assignment was to stake out the route for an eleven mile pipeline to strengthen locomotive water supplies at Sannaspos - for a steam enthusiast this was a distinct morale booster but thank goodness it didn't cause me to slow down a determination to record the last years of SAR's steam operations. SAR was reaching the crest of a gigantic wave; what a time to be in Bloemfontein.

No sooner the pipeline staked than I was called in by the System Engineer, Mr Hardaker. He told me someone was needed to stand in for the District Engineer at Kroonstad during the latter's annual leave, to be followed by another relief job in Bethlehem. Would I object? Well, Kroonstad had a locomotive allocation of 130+ and Bethlehem 120+, all steam. So, no, I didn't object. Transport (by steam train) to Kroonstad and Bethlehem was free.

A coupla weeks later I was on the Orange Express (YESSS!!!) bound for Kroonstad. At that time the line from there to Harrismith was being straightened and regraded from 1/66 to 1/100 preparatory to electrification.* Work had begun 18 months previously and it still had some four years to go, so each afternoon I headed east out of Kroonstad in the District Engineer's current model Ford Fairlane. These were 'inspection' trips to the System's first railway tunnel - between Kriekdraai and Meets. There happened to be several opportunities for photos along the way.

On the triangle at Kroonstad loco shed. In the background is the main line to the Witwatersrand, electrified since 1962 as far as Gunhill, just south of Kroonstad, the junction for Bethlehem. March 1968

2. The bulk of freight between Kroonstad and Harrismith was hauled by doubleheaders, the reason being the change in grade from 1/100 on the main line to 1/66 from Gunhill to Bethlehem and beyond to Harrismith. The 19C+15F depicted here had just arrived from Bethlehem and was heading into the loco for servicing and turning before returning to Bethlehem with an appropriate load.

3. The approach to Kroonstad station from the town side in 1946. Note the "bandits" doing manual labour and the guard with gun strapped to his back. It was the practise to use convict labour in those days and nobody thought twice about it.

4. The mails arriving at Kroonstad in 1910 when the NGR was still operating the line on behalf of the CSAR.

5. In the late seventies a 10BR (selected by Les) was plinthed in the station forecourt. How grand she looked. Sad to relate that within a few years vandalism took over.

6. A view of the yard at Kroonstad looking towards the south, taken from the footbridge by SAR's official photographer in 1946.

7. The eastbound Orange Express in charge of a Kroonstad 15F coming in from Bloemfontein in March 1968. On the left is a 15E ready to take the train onwards to Bethlehem. Before that can happen the guard's van will have to be shunted to the other end (this only became the practice from the end of the fifties - before that the train was hauled backwards from Kimberley to Kroonstad).

8. The van has been shunted to the rear of the train for the rest of the run to Durban and a Bethlehem 15E has coupled under the supervision of the carriage and wagon examiner who can be seen in rather casual gear (sandals and a sports shirt with shorts). Note the mixture of clerestory and Union Carriage and Wagon (UCW) elliptical-roofed stock. At this time the train was undergoing a transition from all-steel clerestory stock to the plain ugly UCW steel coaches.

9. A Bethlehem 15E makes a dramatic departure from Kroonstad in February 1964. At this time the train was almost completely comprised of Metro-Cammel steel clerestory coaches - roofline only being disrupted by the elliptical-roofed dining saloon, kitchen and lounge cars.

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11. Soon after arriving in Kroonstad I was informed that my duties included footplate inspections of all the lines for which the DEs were responsible. That was good news indeed! This shot was taken from the cab of a Bethlehem 15F taking me there to act for the District Engineer who was going on leave during June/July 1968. The train was the Orange Express and we had just departed Kroonstad southwards retracing our steps as far as the junction at Gunhill before swinging east towards Bethlehem.

12. There was a series of 45mph reverse curves between Kroonstad and Gunhill. Several drivers liked to run over 50mph around these corners, causing the coaches to lean alarmingly. Here is Bethlehem-bound 15E 28XX with the Orange Express eastbound in March 1968.

13. Gunhill yard, completed in 1946 when export manganese off the Postmasburg line destined for Durban harbour was growing rapidly. One big problem: ruling grade from Postmasburg to Gunhill was 1/100. From there to Meets (last siding before Bethlehem) it was 1/66 which meant that block ore had to be re-marshalled in order to reduce loads (from 2187 tons for doubleheaded 15F/23s to 1435 tons for doubleheaded 15E/15Fs) at Gunhill, junction for the line to Natal.

14. In March 1968 a Bethlehem 15F brings 709-down out of Featherstone. In the next 75 miles this heavy train will be dragged uphill more than 1000ft to the summit just before Meets siding. Small wonder the average (timetabled) speed over this section was barely 19mph.

15. In July 1968 the new (and regraded) alignment was completed to Arlington. By early 1969 electrification paraphernalia was already distributed along this stretch and masts beginning to appear as in Roger's photo of this westbound goods departing from Featherstone.

16. The next crossing place east of Featherston: Patrysdraai. Roger's fine study of the departure of a 15F+15E combination heading east.

17. A 15E brings an eastbound block of empty B-bogies out of Patrysdraai on their way to the collieries around Vryheid in Natal.

18. Komspruit: departure of 709-down Bombela with 15E 28XX. The photo was taken from the original formation at this point and the train is on the recently opened new alignment.

19. Komspruit: 15E 28XX forging up the 1/66 of the original alignment with 709-down Bombela, March 1968.

20. Arlington: eastbound doubleheaded 15Es with 02663-down manganese on its way to the export pier at Maydon Wharf, Durban.

21. Arlington: 15E 28XX departing with an eastbound freight.

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23. Doubleheaders were common on the Kroonstad - Bethlehem line, as depicted in this evening departure of two 15Es on an eastbound goods just east of Arlington. In the next 30 miles they will drag their load up the 1/66 to the summit just before Kriekdraai.

24. Ooreenkoms: Stephenson 19D + Henschel 15E with westbound ore empties on their way back to Postmasburg. July 1968. The 'torpedo' tendered 19D was on its way back to its home shed at Arlington and the 15E would come back from Kroonstad.

25. Kaallaagte: a late-running Orange Express was bringing me back to Bloemfontein after spending a fortnight relieving the District Engineer at Bethlehem. The driver was trying to make up time so the train was leaning over quite alarmingly on the tight (45mph) curve. Note the lovely old wooden clerestory coaches behind the engine - one is an articulated saloon with extra-large compartments as handed down from the erstwhile Union Limited/Union Express.

26. Two 19Ds with a lengthy eastbound general freight on brand new embankment between Kaallaagte and Valsrivier in July 1968. Note the original trackbed in the right background.

27. The new 1/100 alignment with its sweeping wide-radius curves had only been open for a matter of days when this 15E brought along a short westbound freight en-route to Kroonstad. The original line can be seen winding its way through the trees in the background, heading for the neck between Ooreenkoms and Kaallaagte. July 1968.

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28. Kriekdraai: with the opening of the route through the new tunnel this halt disappeared forever. See the topo map below. The red line is the route of the railway before the tunnel was built.

The wavy red line showing the original route over the summit between Kroonstad and Bethlehem was traced off topo map 2828AA

29. Westbound out of Bethlehem there was a short 7-mile climb of 500ft to the siding at Meets. One evening I caught a freight to there and travelled in the guard's van.

30. As one approached Bethlehem the outriggers of the Witteberg could be seen to the south of Langspruit halt.

31. Approaching Langspruit halt was this long train of petroleum empties returning to Durban Harbour. These were the days before completion of the Sasol pipeline.

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32. About 3 miles out of Bethlehem the new alignment came together with the original, much steeper and curvier, route out of town.

33. Before the junction of the line from Bethlehem to Balfour North was deviated to Atbara, a site 10 miles north of town, this 15F was making heavy weather of a start out of the station yard with a Kroonstad-bound freight. That's a 3R at the water column (by the 1950s they were confined to shunting duties). July 1958.

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35. The CSAR established a junction at Bethlehem in 1906. The importance which the CSAR attached to this may be gauged from the fact that it built a major locomotive shed together with an altogether modern coaling plant. Which makes it weird how an ex NZASM rack tank came to be the loco shunter and how the coal happened to have been loaded into short cattle wagons. The quality of the coal doesn't look too kosher either, judging by the pile in the CSAR wide-cab sixth class about to move away.

36. About 60 years separate this photo and the previous one: the coal stage hasn't changed but the engines have: 15E and 15F moving away and a Belpaire 6th on the loco shunt. The rolling stock and the quality of the coal has improved a lot!

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38. A small portion of Bethlehem's allocation of 120+ engines on a July Sunday in 1968. 15Es and 15Fs predominate with plenty of 19Ds in between plus a few 12Rs, a 6J, a 6 Belpaire and a coupla eights left over from the CSAR days.

39. A 15E's 'roly-poly' valve gear getting a little attention from one of the Bethlehem fitters. July 1968.

40. One of the shed pilots, 6C Belpaire 544, still very active, looking as if she has no time for a shower, on a cool morning in July 1968 when Charlie was relieving at Bethlehem.

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42. 19Ds at Bethlehem worked north to Balfour North, the Warden branch out of Harrismith and filled in on the main line by doubleheading with the main-line power.

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45. Passenger-link power at Bethlehem was kept immaculate, mainly due to the influence of the Assistant Loco Foreman at that time, no greater man than Alec Watson. They were all regular engines, 15E 2880 depicted here 'belonged' to Driver van Loggerenberg.

46. A passenger-link 15F bulled up quite nicely although it does look as if the white edge to the running board still has to be finished.

47. Bethlehem's fleet of 19Ds got through a lot of work - northwards to Balfour North, west to Kroonstad (sometimes Arlington) and east to Harrismith (which may have included the branch to Warden).

48. A mid-seventies view of Bethlehem station. As you see, it was quite a charming structure. Don't ask what it looks like today.........

49. And this is how it looked in 1946. The Essem was a gardening enthusiast. Note all the bicycles on the verandah and the clerestoried chocolate-brown coaches in the yard.

50. How about this for an array of motive power? From right to left: 12R; 15R (or 15AR); 3R; 19D; 15E. This was an especially interesting time to be in Bethlehem. The 15Es were just arriving from Beaufort West to take over from the15ARs (which were about to be bumped off the runs to Harrismith, Bloemfontein and Kroonstad) and the 12Rs had already been downgraded to shunting duties alongside the 3Rs which had been on shunts for more than 20 years by this time.

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56. A 15F departing from Bethlehem with oil empties destined for Durban

57. Charlie's Dad took this fabulous winter morning shot while he was on his annual trip around the country (his train, 81-down, is in the left background), Almost obscured by the station-yard shunter on the right is the 19D on the yard shunt, making up trains. Then from right to left: 3X 15ARs on freights, all impatiently blowing off, (as is the 19D), about to depart with freight for the High Veld via Balfour North.

58. In July 1958 Dad took the family with him! This was 15E 28XX impatiently blowing off steam preparatory to setting off for Harrismith. It was a heavy train of solid clerestory stock in imperial brown and no eliptical roofs to disrupt the continuous clerestory roofline.

59. 81-down's crew seemed friendly so I asked them to give me one minute to photograph the other side which they obligingly did. What a grand scene.