PART 12 The Natal Main Line – north of Pietermaritzburg to Ladysmith including the branches to Howick and Bergville and the main line to the Orange Free State at Harrismith, compiled by Les Pivnic and Bruno Martin. ©

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 and Bruno Martin.

This chapter includes the branch lines to Howick; the Estcourt - Bergville line and the portion of main line from Ladysmith to Harrismith that leads from Natal to the Orange Free State.

In the chapter immediately after this one we will continue the Natal Main Line from north of Ladysmith to Charlestown, including the branch from Newcastle to Utrecht. The major line from Glencoe to Vryheid will be dealt with as a separate chapter due to intensive steam working over that section. The 2ft narrow gauge line from Estcourt to Weenen will also be part of a separate chapter covering all the narrow-gauge lines in Natal.

As you can see from these maps, over a period of more than 100 years from earliest beginnings to the 1980s, much of the main line from Durban to the Transvaal border at Charlestown underwent an astonishing number of major deviations and reconstructions - two, three and, as in the case of the lines around Pietermaritzburg, even four times.

The 1905 gradient profile from Pietermaritzburg to Ladysmith shows no respite for locomotives that had been grappling with 1/30 grades and 5-chain curves all the way from the coast. D.A.Hendrie, who came to the NGR from the Highland Railway with credentials for mountain railways and steep gradients must have been daunted by the enormity of the problem facing him when he took over the CME's job. All he had was a fleet of tank engines with a working range of about 20 miles between water stops and not much more for coal. Fortunately for the NGR (and later for SAR) he got to work immediately on a fleet of mountain engines the like of which had not been seen before on the NGR.

It will be appropriate to first review steam locomotive development before electrification of the NML and to do this, we'll start with Bruno Martin’s excellent coverage of locomotives inherited from the Natal Government Railways and follow with my own brief summary of motive power events after Union:

Moving forward to the SAR era from 1910 onwards, D.A.Hendrie who was the Locomotive Superintendent of the previous NGR was appointed to the post of Chief Mechanical Engineer of the newly unified S.A. Railway Administration. He soon set about designing new locomotives for the SAR and as far as Natal was concerned, he designed a 4-8-2 type, ideally suited to the heavy grades encountered on the Natal Main Line (diagram below by D F Holland):

These engines were built by Robert Stephenson (1701-1745) and Beyer Peacock & Co (1746-1760). The maker’s photo below shows No 1721.

Colonel Collins took over from Mr Hendrie in 1922 when he retired on pension. Collins remained CME until 1929 when he also reached retirement age. During his tenure as CME, he tried many different types of articulated locomotive of which, the Garratt-type was by far the most successful. His crowning glory was the class GL – a mighty machine on the 3ft 6in gauge – in fact, the second most powerful Garratt-type ever built! Here is a diagram of the GL:

Eight of these GLs were placed in service in 1929, initially between Durban and Cato Ridge. However, with this chapter covering north of Pietermaritzburg to Ladysmith, we will only see a photo of one of them in the next chapter, when these giants of the 3ft 6in gauge were assisting on the NML during electrical maintenance on the overhead catenary requiring an electrical power shut-down. The GLs and their later service on transfer to the Glencoe – Vryheid section will be covered in a separate chapter as already indicated.

In 1929 Mr A.G. Watson took over the reins as CME and he gave the Hendrie engines an extended lease of life with his range of standard boilers designed to fit the older locomotives. The class 14 was included in this program and the whole class except for one engine was reboilered becoming the class 14R. A photo of a 14R is presented below:

This example of the class, 14R 1709, had a regular driver who took great pride in his engine – hence all the additional trimming and paintwork! At this time in Natal, these engines were known as “Striped Tigers“.

We now need to back-track to 1914 – roughly 15-20 years before the photo above, of the 14R was taken! The NML was going to witness a major change in traction policy – electrification!

The Natal System was the first region of the South African Railways to see the introduction of main line electric traction. Edward Donald Campbell in his book – The Birth and Development of Railways in Natal states inter-alia:

“It was, therefore, decided in 1914 to introduce electric working on the Natal Main Line, but the project had to be shelved because of the outbreak of World War 1. In 1919 it was revived and during the following years various schemes were considered. It was eventually decided to begin with the section Glencoe-Pietermaritzburg, power to be supplied to the electric locomotives from aerial line equipment erected over the railway track fed from a power station to be erected at Colenso.

Construction work commenced in 1922. The first train hauled by electric traction was run from Ladysmith to Chieveley on the 19th of October, 1924, and on the 2nd February, 1925, a partial electric service was extended to Estcourt, five electric trains from Ladysmith to Estcourt being run daily, the loads conveyed being 1,430 tons down and 700 tons up, each train being worked by three electric units. End quote: Campbell goes on to give details of further extensions to the electric service – finally stating: “….a full electric service on the Glencoe Junction-Masons Mill (Pietermaritzburg) section operating from June, 1926.”

The first type of electric locomotive used on the NML was classified 1E of which 172 units were placed in service between 1924 and 1945. Here is a diagram of the class 1E:

I wish to thank the following people who contributed to this chapter either photographically and/or with historical text and in this regard, my special thanks to Bruno Martin for joining me in compiling this chapter and providing the historical background which follows the list of contributors. They are:

Bruno Martin, Charlie Lewis, Charles Parry, Peter Stow, the Late Phil Hawkins (via Peter Stow), John Middleton, Stuart Grossert, Greg Hart, Peter Micenko, Glen Mills, the Late Roger Perry, Eugene Armer, Dick Manton, Yolanda Meyer of Transnet for providing photos from the “Hussey Collection”, the SAR Departmental photographers whose images now form part of the Transnet Heritage Library (THL), the Late Mervyn Tunmer, Andy Anderson, the Late Harald Navé (courtesy the custodian of Harald's photographs, Alfred Luft) and finally a few of my own images associated with the NML. Also, thank you Ashley Peter, Greg Hart and Piet Nel for your corrections to the draft chapter.

A special word of thanks to Sandy Buchanan who organised the professional scanning at Pixel Lab of the framed photograph in Yolanda’s office of one of the combined workings out of Estcourt and Yolanda Meyer for allowing this action to take place – a real “Team Effort” – thanks guys! [see photo 52].

Thanks as usual are also due to Andrew Deacon for formatting the chapter.

Thank you, Charles Parry for providing this extract from Alan Paton's autobiography “Towards the Mountain” page 3: It reads:-

"Pietermaritzburg, the lovely city. It lies in a basin of hills, in the valley of the Umsinduzi River - which enters from the west and leaves in the east, where it will soon join the Umgeni on its journey to the sea. The hills to the north, though we would not call them mountains, are big ones, and the trains from Durban to Johannesburg have to climb them. In my boyhood this was done with much puffing and whistling, and later with that electric sound which is louder than a hum and more musical than a growl. Above that would be the sound of sirens [he is referring to the air horns] which the growing boy at first compared unfavourably with the whistles but later accepted fully. He would lie awake at night and listen to the sound of the trains in the hills above his city, with feelings of pride and exaltation."

How appropriate Charles! Bruno now picks up this narrative with his excellent historical background to the NML.

THE NATAL MAIN LINE

Constructed between 1876 and 1891, the 304-mile long Natal Main Line stretching from Durban to Charlestown near the Natal/Transvaal border displayed the characteristics of a mountain railway with 190 miles adopting a ruling gradient of 1 in 30 while 214 miles were graded between 1 in 50 and 1 in 70. After an initial level start, an altitude of 3 054 ft above sea level is reached 58 miles from Durban; the line then falls 1 000 ft in the following 13 miles; 12 miles further on it has gained 1 500 ft and 47 miles beyond, following a steep ascent to the summit of the Mooi River Heights 5 152 ft is reached near milepost 133 from Durban. At Ladysmith Station, 190 miles from Durban, the altitude is 3 284 ft. The summit of the Biggarsberg is crossed at 231 miles from Durban on 4 300 ft and the ascent of the Drakensberg takes the line to its highest elevation of 5 400 ft at Laing’s Nek. Not only was the track alignment beset by severe grades but abounded with tortuous 300 to 400 ft radius curves as it followed a lengthy and unduly roundabout route. On some sections, the almost continuous succession of curves amounted to 360 degrees per mile. A train would literally turn a full circle for every mile it progressed – at great expense to motive power, wheel flanges and rails. Over the past 140 years, the Natal Main Line has undergone a remarkable transformation through several stages of reconstruction and renewal which has inspired some impressive works of civil engineering.

DURBAN TO PIETERMARITZBURG

The Durban – Pietermaritzburg section of the Natal Main Line is covered in part 4 (The Old Main Line from Rossburgh to Cato Ridge) and part 5 (The New Main Line from Rossburgh to Pietermaritzburg). We now turn our attention to the extension from Pietermaritzburg to Volksrust and the connection to the Orange Free State System from Ladysmith to Van Reenen and Harrismith.

PIETERMARITZBURG TO LADYSMITH

This section of the Natal Main Line was opened to traffic in three stages: the first 18 miles to Howick (later renamed Merrivale) on 1 July 1884; the next 58 miles to Estcourt on 21 December 1885 and the remaining 42 miles to Ladysmith on 21 June 1886. On exiting Pietermaritzburg Station inland-bound trains immediately faced an unrelenting ascent graded at 1 in 30 uncompensated for 300 ft radius curves for 11¼ miles to the Town Hill summit. The summit is nearly 1500 ft above Pietermaritzburg Station but only 5 miles away in a direct line. In 1884, a ‘first class’ engine, a Kitson & Stephenson (K & S) was rated to haul a gross load of 90 tons from Pietermaritzburg to Hilton Road.

The reporter for The Natal Witness described the trip to Howick on 1 July 1884 as follows: “The first train to Vear’s station, which stands in the timetable as Howick, started yesterday morning at 5 a.m. with the General Manager D Hunter, W Milne Locomotive Superintendent and G H Chick District Superintendent, on board to open the line. Halfway up the hill, the serpentine track bewilders one, and then the line strikes towards Kettlefontein. A splendid view of the city is had as the labouring engine skirts ahead of the Zwaartkop Valley. The top of Town Hill is reached at the 12th mile, and looking down in the far away valley, the passenger begins to wonder what manner of invention is this that can overcome such obstacles and yet have strength enough to go further! Hilton Road is reached, and the rest of the journey is comparatively tame, the route lying either pretty level or with a clip towards Howick Station. Howick is about the only place in the district which one cares to go when in holiday-making intent, and now that the iron horse tackles the Town Hill – words with importance all of their own to the anxious horse-owner – people will be able to see Howick Falls in comfort”.

From the Town Hill summit, the alignment followed a circuitous route across the intervening ridges and river valleys to Mooi River. Between Mooi River and Estcourt lay the ‘Highlands Route’ which was a continual challenge for footplate crews for its long pull inclined at a punishing 1 in 30 from either side to crest the summit of the Mooi River Heights on 5152 ft above sea level. Here, the saving of £10 000 in construction cost led to the surveyed line being discarded and replaced with a shorter route on steeper grades.

Few obstacles were encountered between Estcourt and Ladysmith other than the bridging of three major rivers with the Tugela requiring five 100-ft spans. Beyond the Tugela, the ascent of Harts Hill was ‘sharp enough to tax the industry of the stoker for half an hour or more’ observed the correspondent for The Natal Witness accompanying the inaugural train to Ladysmith on 21 June 1886.

ORANGE RIVER JUNCTION (LADYSMITH) TO HARRISMITH

The junction for the Orange Free State branch - named ‘Orange Free State Junction’² - was located a mile beyond Ladysmith Station. Generally following the watershed between the Sand and the Klip Rivers the gradient was kept to 1 in 40 compensated for 400 ft minimum radius curves up to Brakwal Nek at the base of the escarpment. From here various alternatives presented themselves to overcome the 883 ft ascent to the top of the Drakensberg such as building a line graded at 1 in 12 equipped with a Fell centre-rail, a rack rail ladder or worked by cable haulage. It was decided to incorporate a ‘Z’-shaped reversing layout, graded at 1 in 30, in the 8¼ miles of line needed to reach Van Reenen. On 18 November 1891, the branch was inaugurated with the arrival at Van Reenen of the first through train from Durban. The 23-mile long section from Van Reenen to Harrismith was opened on 12 July 1891³. At the time of the opening of the line, the maximum load of a mixed train worked by a Dῠbs ‘A’ travelling from Ladysmith to Van Reenen was six 8-wheeled vehicles and a ‘brake van’, or eight 6-wheelers and a ‘brake van’.

² After 1902 ‘Orange River Colony Junction’.

³ The Van Reenen – Harrismith extension was constructed, maintained and operated by the Natal Government Railways (NGR) under an agreement with the OFS Volksraad. Working of the line taken over by the Central South African Railways (CSAR) in November 1903.

THE MOOI RIVER – ESTCOURT DEVIATION

After Union in 1910, grade easing was initially gained as a trade-off by lengthening the track distance and by adding curvature, albeit on a wider radius. The most notable section to be reconstructed in this manner was taken into use in June 1914 to bypass the notorious Highlands summit between Mooi River and Estcourt. Halving the steepness of the inclination came at the expense of trains having to travel 9 miles further, but in return, a single Class 14 locomotive could haul the same size load which previously had required 3 locomotives to be employed – one in front, one mid-train and one banking. Notable engineering works were the 2 586 ft Stockton Tunnel, inclined at 1 in 100 against coastward traffic which lowered the summit level by 200 ft to 4 952 ft and the 351 ft curved Roodeplaat (Roodepoort?) Tunnel. After the opening of the deviation, the old main line remained open to local traffic until 1934 when the section from Newleigh to Willowgrange was closed while the portion from Estcourt to Willowgrange continued to be used as a service line until closed in 1949.

THE TOWN HILL DEVIATION

The 16-mile long Town Hill deviation opened throughout in December 1916, provided an alternative route to surmount the escarpment north of Pietermaritzburg which only increased the distance marginally to Cedara but graded at 1 in 50 offered a far gentler climb than the original alignment opened in 1884. Apart from track alignment incorporating two 495-ft radii ‘horseshoe’ curves extending the length of line to gain height, the other notable engineering features were two tunnels, the 321-ft long Town Hill Tunnel, on a curve, and the 2 727-ft long Hilton Road Tunnel. The 4-mile long section between Pietermaritzburg and Boughton was double-tracked from the outset with 12 miles of a single track rounding World’s View and proceeding up Town Bush Valley to the Hilton Road Tunnel. A short single track connection from Boughton Station provided a link with the old main line near Broomfield Halt. This allowed most the circuitous old main line around Signal Hill to be abandoned and only a short spur to Camp siding was retained. Initially, only freight trains used the new Town Hill route, while passenger services were diverted onto the old main line until 1919. Concurrent with the building of the Town Hill deviation, a connecting line was taken into use between Hilton Road Station and the new Cedara Station in January 1915. A further stretch of new line opened in August 1915 between Cedara and Merrivale Stations which dispensed with the need of a banking engine from Merrivale to Hilton Road.

“Only the very early birds on the 3.40 pm express catch the gracious dawn descent of Town Hill into the fair capital of Natal – having their reward, however, in the sensation of riding on the very surface of a sea of mist – stretching across Pietermaritzburg from Ketelfontein to the distant Table Mountain – and seeing serried rows of stately bluegums, their tops wreathed in drifting white, amidst the glorious bouquet of damp wattle and kraal wood-smoke . . . Braeside, Boughton, Rushbrook . . . past the lovely, unspoilt Botanic Gardens”.

(Confessions of a Lunatic, Ramble with the author through a host of Vivid Travel Memories, by D Kelly, SAR & H Magazine, July 1947, pp 575-580).

MERRIVALE – NOTTINGHAM ROAD

By early 1925, an entirely new alignment, graded at 1 in 50 and partially double-tracked, was taken into use from Merrivale to Nottingham Road. As soon as the rails had been lifted portions of abandoned formation of the NGR main line were adapted to accommodate the Durban-Johannesburg main road. The rebuilt sections from Pietermaritzburg to Boughton, Cedara to Hospital siding, Lions River to Dargle, Balgowan to Caversham, Ennersdale to Frere and Umbulwana to Ladysmith amounted to 34½ miles of double track.

ELECTRIFICATION OF THE NATAL MAIN LINE

The overhead catenary contact wire carrying the current for 3kV DC electric traction was strung, section by section, first from Daimana (Ladysmith) to Estcourt and then on to Mooi River in 1925 and finally through to Masons Mill yard (Pietermaritzburg) in 1926. On 14 June 1926, the first electrically-hauled passenger train to reach the capital of Natal was greeted “with hearty cheers and the crash of breaking glass”, as the Administrator, George Plowman, broke a bottle of champagne on the leading Class 1E unit. Ten years later, on 1 December 1936, electric traction was officially opened through to Durban. Initially, the Class 1E electric units tamed the toughest mountain sections of the Natal Main Line until in the late 1940s when Class 3E and in the early 1950s Class 4E units made a brief appearance. After the mid-1950s Classes 5E and 5E1 worked passenger and freight trains, followed by Class 6E1 units in the late 1960s.

When the conversion from steam to electric traction started in 1922, an average of 13 875 tons of freight was cleared between Daimana (Ladysmith) and the coast. A record was set on 8 September 1923, when 25 351 tons was cleared to demonstrate what actually could be achieved with steam traction. The electric locomotives soon demonstrated their superiority over their steam-powered rivals by offering greater continuous power which enabled heavier individual train loads to be hauled at higher speeds. Three electric locomotives effortlessly hauled a load of 1 430 tons at 23 mph up a continuous grade of 1 in 65 between Estcourt and Mooi River. A class 14 steam locomotive, by comparison, managed only half that load at 7 or 8 mph, while a class GA Garratt could take a load of 1 011 tons.

The reverses between Brakwal and Van Reenen served their purpose for more than three decades before the lower and upper ends of Reverses 1 and 3 were joined to form a continuous line. This loop line passed through a curved tunnel about 500 ft in length and was opened to traffic on 18 May 1925. In 1933, the Railways Administration decided to proceed with the electrification of the Ladysmith – Harrismith line. So as to minimise costs, the 88kV transmission line was carried on overhead masts manufactured from discarded 60 and 80 lb./yd rails and flattened old steel sleepers. The substations at Colworth and Van Reenen were the first of their kind in South Africa to be equipped with mercury-arc rectifiers capable of converting 3kV dc to 88kV ac with the regenerative working of the electric locomotives. It marked one of the first important improvements in dc electric traction. This section was handed over to commercial operation on 4 February 1935.

MODERNISATION AND EXPANSION

Beginning in 1946, South African Railways embarked on a major modernisation and expansion programme which entailed track duplication and grade-easing work with heavy earthworks and a considerable amount of tunnelling on the Natal Main Line in order to cope with the burgeoning volume of traffic. A 25-year reconstruction hiatus ended in 1949 when work resumed filling in the gaps between all single line sections between Tweedie and Rosetta. All track duplication work as far as Rosetta was completed in 1953. Further up the line, the double track alignment between Estcourt and Colenso was brought into use in 1955. The only remaining unaltered section of the original NGR main line alignment was eliminated in 1956 when a 7-mile long section of double track and a new bridge over the Mooi River was opened from Rosetta to Mooi River through the twin 2 676 ft long Rosetta Tunnels. This realignment made Fountainhall Station redundant.

In 1957, an entirely new double track alignment, some 20 miles in length, embodying 2 sets of twin tunnels, and a new bridge over the Bushmans River was completed to replace the circuitous single track route opened in 1914 between Mooi River and Estcourt through the Stockton tunnel. A notable feature of the twin bores beneath the Highlands Ridge is their length being determined by the ruling gradient. The bore assigned for coastwards traffic is inclined at 1 in 66 and is 2¼ miles long while the bore facing inland traffic measures 2 miles graded at 1 in 50. In addition to the main tunnels, the twin bores of the Beacon Hill Tunnels, each 3 812 ft long, were driven through a hillside to gain entry into the Bushmans River valley. The new alignment shortened the rail distance between Mooi River and Estcourt by 8 miles.

Also opened during 1957 was the 10-mile section of double track from Colenso to Umbulwana, including 2 sets of twin tunnels and a new bridge over the Tugela River consisting of five 75 ft reinforced concrete deck spans. Harts Hill station was closed while a section of the old main line from Pieters Station remained in use as a service line to the quarry at Harts Hill until the 1980s.

This left rebuilding the Boughton – Cedara section as the last one to be tackled which culminated with the official opening⁵ of the 19 760 ft Cedara twin tunnels on 28 March 1960. The tunnels reduced the length of track needed for the 1 in 50-graded ascent from Pietermaritzburg to Cedara by 4½ miles and as a consequence of the closure of the 1916 Town Hill deviation, the stations Tetelegu (Teteluku), Ketelfontein (Kettlefontein) and Duncairn Halt were no longer needed and the 2 727 ft long Hilton Road Tunnel abandoned.

The reconstructed line between Boughton (Pietermaritzburg) and Umbulwana (Ladysmith) shortened the rail distance by 18 miles 8 chains, 8352 degrees of curvature was eliminated (equal to 23 circles) and 10 stations were no longer required. It was one of the biggest projects undertaken by the SAR in the post-war years at an estimated cost of SA £11 million.

The Cedara Tunnels remained the longest on the SAR/SATS network until the opening in 1989 of the 8¼-mile (13 301-metre) long, single track Tunnel 4 on the Hex River Pass re-alignment between De Doorns and Kleinstraat in the Western Cape Province.⁶

⁵ The tunnels were officially opened to traffic on Monday, 28 March, by the then Minister of Transport, B J Schoeman, at a ceremony held at the southern portals. A special train conveying dignitaries from Durban and Pietermaritzburg then passed through the tunnel.

⁶ Tunnel 4 (Hexton) remains the longest bore on the 3 ft 6 in (1065mm) gauge system, however, with the construction of Gautrain between Johannesburg and Hatfield, the tunnel between Park station and Marlboro portal is 13 475 metres long which makes it the longest railway tunnel in South Africa albeit on 4 ft 8½ in (1435mm) gauge.

Also in 1958 work started on rebuilding the line between Brakwal and Van Reenen on a 1 in 50 ruling gradient. It entailed constructing 10 miles of new alignment and boring 10 tunnels with a combined length of 3 miles 741 ft. A unique feature is the ‘corkscrew’ turn embodying two tunnels, one of 3 861 ft and the other of 1 480 ft on a radius of 908 ft to raise the line by 121 ft within an elaborate ‘figure 8’ alignment. The new alignment added 3 miles to the rail distance between Brakwal and Van Reenen. It was opened to traffic during June 1961.

Photos are in a geographical progression from Boughton and Town Hill up the Main Line which results in the images not necessarily appearing in chronological order.

In the 1930s, a group of railway enthusiasts/professional railwaymen known as 'The Railway Circle' included well-known photographers like Frank Garrison, Frank Holland and Arthur Arnold to name a few. They didn’t seem to realise that the NML still offered a lot of interest in terms of railway photography and in particular, when the mighty GL Garratts were placed in traffic in 1929 on the section - Durban – Cato Ridge, nobody at that time appears to have taken any photos of them in action on the ruling 1 in 66 grades which would have been priceless especially in view of the coming electrification only 7 years later. In general, steam traction drew the photographers whereas “draadkarre”, as my Afrikaans friends called electric locomotives, lacked the appeal of a “living” steam engine! So the NML was not on the “bucket list” of those photographers.

In terms of Electric traction used on the NML, the stalwart was undoubtedly the class 1E. The class ES electric shunters were also synonymous with the NML in terms of being the mainstay shunters in the various yards. The first two class ES shunters No's 96 and 97 (later renumbered 500 and 501), were built from two severely damaged class 1Es in the Pietermaritzburg Mechanical Workshops to the design of the CME in 1934; A.G.Watson. Class ES shunters became a common sight in the massive yards at Daimana (Ladysmith) and Bayhead (Durban). The success of the original two resulted in a further 22 being built new as shunters over 4 series between 1938 and 1964. Their use was also extended to the Western Transvaal System and became a common sight in the greater Johannesburg area.

In 1948, 28 class 3E electric locomotives were placed in service – some of which went to the NML for service on passenger trains but the 3Es were intended for the Western Transvaal System and those that initially saw service in Natal were later transferred to the Transvaal to join their sisters. Even the class 4E units intended for the Cape Western System saw brief service on the NML while waiting for ESCOM to complete their power feeds to the overhead in the Cape. The class 5E followed by the 5E1 was destined to become the mainstay of engine power on the NML for the next several years until their gradual replacement by 6E1s from 1974 onward.

Before we move on I would like to introduce you to an outstanding work edited by our colleague on "Soul of A Railway", Bruno Martin, and Michael Cottrell, a leading historian of the Natal Branch of the RSSA and a host of other members of the branch, among them SoAR contributors Charles Parry, Ashley Peter and Greg Hart. Any of our readers who have enjoyed our coverage of the Natal region so far will take great pleasure in this thoroughly researched, supremely detailed history of: "The Natal Old Main Line from Durban to Pietermaritzburg":

1. A historical THL photo provided by Greg Hart, showing old Boughton station just 4 miles out from Pietermaritzburg. Note the Permanent Way Inspector with white helmet sitting on his push-trolley for the photographer.

Boughton, 4 miles 15 chains from Pietermaritzburg, was the first station on a new double-track section of the Natal Main Line opened on 28 May 1916. The station is 2951 feet above sea level and named after one of the farms owned by a Mr Pepworth at the time. The Natal Witness on 29 May 1916 reported: "The station is fitted up with all the latest appliances, and the signals and the points are similar to those used in the Transvaal and on the Continent. In the case of the signals, the arm is raised from the vertical position (danger) to an angle of about 60 degrees (line clear) instead of being lowered. There is a telephone, electric train staff apparatus and all the latest improvements. There are three houses at the back of the station, one for each of the foremen, and the third for the ganger. There are also the Indian barracks higher up and a safety siding above the station to deal with runaways". From Boughton, the main line continued as a single track around Town Hill and through the 2727ft Hilton Road tunnel to meet up with the old main line near Cedara. This 12-mile long section of the Town Hill deviation was opened to traffic on 6 December 1916. A short single track connection was built from Boughton to link up with the old main line near where many years later Broomfield halt was established. This arrangement led to the closure of the original main line alignment around Signal Hill. (Refer to inset map showing track reconstruction around Pietermaritzburg)

2. A Montreal-built 14C is starting the climb up Town Hill out of Maritzburg, hauling a priceless collection of pre-Union NGR coaches! THL has accredited this photo to Frank Holland, the doyen of South African railway photographers, but we rather think it was only from his collection. Pity the photographer didn’t choose a better position from which to take his photo.

3. Three class 1Es hauling a heavy goods load made up of coal wagons and petrol tank cars, approaching Boughton station.

4. A few years later the official railway photographer stood at almost the same spot to photograph two 5E1s working a mixed goods load.

5. Photographs of the Town Hill deviation above Pietermaritzburg are few and far between. 'Evocative' is an over-used word but it surely describes this view of steam working up the hill. Opened in 1916, it provided an alternative route to the severely-graded old main line from Pietermaritzburg to Cedara. This rare image captures what is possibly a work train having just emerged from the 321ft long curved Town Hill tunnel. It is not possible to positively identify the leading locomotive - Class 3 is suggested by Stuart Grossert; Class 14 by Charles Parry. At the rear of the train is an unidentifiable banker making a steamy exit from the tunnel. In the foreground the scar of the old Voortrekker wagon road going up to World's View.

6. In 1969 class 1E locomotives were still operating the passenger service from Pietermaritzburg to Howick. A shot taken from the daily train 1368, the 14h20 from Pietermaritzburg, on a Saturday afternoon as it climbed from Boughton towards Sweetwaters clearly illustrates the severe curvature on the old main line as it wound around the forested hills in its climb to Merrivale, the junction for the Howick branch. One can still recall the sound of the 1E grinding up the hill with the wheel flanges of the coaches squealing in unison.

7. A morning departure from Pietermaritzburg for Howick is seen rounding the horseshoe curve just before Boughton. By the time this photograph was taken, class 5E1 locomotives had taken over the service to Howick, the one illustrated being of series 5 with their distinctive squared ends. November 1980.

8. A Johannesburg to Durban Summer special third class block set lead by class 5E1 622 negotiates the check-railed horse-shoe curve below Boughton toward Pietermaritzburg. A large number of special trains used to run between Johannesburg and Durban during holiday periods and it was not unusual for the Trans Natal to run in 3 sections, although the special trains did not have lounge cars attached and they were not called Trans Natal. This was over and above any additional third class block sets run. December 1984.

9. By December 1984 the writing was on the wall for the Howick service. Here the morning train to Pietermaritzburg is joining the main line at Boughton with only 2 coaches behind a series 5 class 5E1. The first coach is 5598, clearly just having had a heavy repair in the Durban Works, one of 6 first class, baggage/van type N-19, imported in 1930 as part of a fleet renewal plan to replace NGR 36’6” coaches still in use in suburban services around Durban and Pietermaritzburg. After 54 years of service # 5598 was still in excellent condition. Sadly, that was to be 5598’s last heavy repair and she was withdrawn in July 1987. The release of hundreds of steel bodied main line coaches from withdrawn main line services in the late ‘80s and the cancellation of many suburban services countrywide spelt the end of all timber bodied coaches. The second is coach 6048, one of 3 second class, baggage and van of type P-14 built in Durban in 1938. It was reclassified first class type N-21 in May 1968, with no structural alterations or upgrading, when second class was abolished on the Natal System. Here, clearly visible in the photograph, a numeral “3” has been placed over the “1” for use as a third class coach.

10. The 11:20 Durban - Mooi River via the old main line through Pinetown was always interesting in terms of its consist and was normally hauled by a class 1E. It was also described in detail in System 6, Part 5 photograph 73. In this early 1960’s SAR photograph taken near Boughton, the normal 5 coach consist has been strengthened with 2 additional main line balcony type coaches, the second of which is a third class of type H-9. The third vehicle is again Natal Government Railways third class coach number 6409 of suburban series type S-86, originally of main line type H-4 number 2386, being one of only 2 built in 1910.The class 1E has been replaced by 2 new class 5E1’s, the second of which was no doubt not needed as it has its pantograph down. The class 5E1’s had probably replaced the class 1E that had either failed or more likely, as a result of the additional coaches. Circa 1962.

11. An aerial view of the Boughton Valley showing how the railway wound its way up and away from Pietermaritzburg to Hilton. This image provided by Stuart Grossert was annotated for us by Bruno Martin. Stuart also provided an interesting anecdote related to the opening of the Boughton – Cedara tunnels involving his late dad who was at that time, District Engineer (Maintenance) at Pietermaritzburg: Stuart writes: “He had an official invitation to the opening of the Boughton tunnels and I have his notes on this event. I have attached a summary of the running of a special train carrying dignitaries from Durban. Despite the sharp curves on this line, it didn't take the train that much longer as compared to the "new line". The note reads: Opening of Boughton - Cedara tunnels on Monday, March 28, 1960, by Hon B. J. Schoeman, Minister of Transport. Special train left Durban at 0845 h, via "new lines", arr PMB at 1119h, at the tunnel mouth 1145 h; after speeches the Minister opened the tunnel and the train departed for Cedara at 1235 h. Lunch served at Cedara, returned to Durban via "old lines", dep. PMB 1430 h, Rossburgh 17.21, arr Durban 1738 h.” Thanks Stuart!

12. The RSSA’s ‘CORRIDOR DINING EXPRESS’with 14R 1590 leading and GMA 4165 traversing the lower horseshoe 495 ft radius curve on the approach to Boughton, 26 March 1978.

The Reef Branch of the RSSA organised a re-enactment of the ‘Corridor Dining Express’on the occasion of the 75th anniversary of the introduction of the first luxury train service between Durban and Johannesburg. On 3 June 1903, the NGR introduced a weekly Corridor Train comprising two ‘Dining and sleeping cars’, a kitchen car & buffet and a composite luggage car. The ‘dining and sleeping cars’ were, in fact, mainline sleeping cars where meals, prepared in the kitchen car, were served to the passengers in their compartments. From February 1906, the ‘Corridor Train’ became a daily service with additional mainline sleepers together with a top-class restaurant car. “Conductors, resplendent in their frock-coated uniforms and gold braid, were appointed to these trains. The time of departure from Durban was put forward to 5:50 pm and the train was due to reach Park station (Johannesburg) at 6:06 pm the following day. The down train left Johannesburg at 8 pm but was accelerated to arrive in Durban at 7:23 pm instead of 8:50 pm”.

Quoted from E D Campbell in ‘The Birth and Development of the Natal Railways’, page 143.

13. THE SOUTHERN SUN ‘FUN TRAIN /PRETTREIN’ passing Boughton station en route to Johannesburg. A striking new development in South African Transport Services (SATS) passenger trains was unveiled on 16 June 1983 when the media was invited to view a special consist comprising four refurbished coaches equipped with reclining seats two of which were to be attached to each of the ‘Trans-Natal’ services on weekdays between Johannesburg and Durban as from 11 July. The coaches were rebuilt from type B7 air-conditioned lounge cars and provided seating for 50 passengers. The single journey fare of R27 – less than a second class sleeper fare – and including a pillow and blanket, was a bargain in any one’s language. The exterior of the coaches sported their traditional Red Oxide and French Grey livery, but with the addition of yellow stripes and the wording ‘TranSit’ centred in the lower panel in white.

At weekends the four ‘TranSit’ coaches with the added wording ‘Southern Sun Fun Train – Southern Sun Prettrein’on either side were included on the train chartered by Southern Suns Hotels as a daylight service departing from Johannesburg at 8:00 am and arriving in Durban at 20:30 pm, thereby cutting 1¼ hours off the the ‘Trans-Natal’ schedule. The composition of this train was four reclining seat coaches, ex-Trans Karoo lounge car No 697, catering car No 111 ‘Hartenbos’ and the former dining car ‘Umzimkulu’ serving as a children’s play coach hauled by a single class 6E1 unit. The catch was that in order to qualify for a fare of R25, a passenger was required to stay for a minimum of 4 days at one of the Southern Suns Hotels in Durban.

An equally bold initiative was the introduction, on 5 September 1983, of the ‘Daylight Sitter’ (DLS), departing Durban (train No.67176)* on Monday, Wednesday, Friday and Saturday mornings at 06:30, departing Pietermaritzburg at 08:30 and arriving in Johannesburg at 19:26. The return journey operated on Sunday, Monday, Wednesday and Friday mornings, leaving Johannesburg at 08:00 (Train No.76177)*, departing from Pietermaritzburg at 18:30 and arriving in Durban at 21:06. In the 1984/85 Intercity timetable, the explanatory notes list the DLS as ‘Conveys all races at a special tariff’ and has the symbol ‘S’ at all stations from Umbulwana to Cedara denoting that it would ‘pick up or set down passengers when required’.

Revised train services taking effect on 3 March 1986 saw the DLS service curtailed from 4 trips a week in both directions to only one operating on Fridays and Sundays. SITTER Train (No. 61176) departed Durban at 06:30; arrival in Johannesburg was at 19h30. SITTER Train (No.76177) departed Johannesburg at 08:00, arrived in Durban at 21h10. By this stage, its name had been shortened to ‘SITTER’, probably due to its regular late-night arrivals! Likewise, the Monday and Thursday services of the ‘Trans Natal’ were withdrawn. Not long thereafter, both the ‘DLS’ and the ‘Southern Sun Fun Train/Prettrein’ services faltered.

*Schedule as shown in the 1984-85 Intercity time-table No 180

14. The same train as in photo 7, is seen approaching Sweetwaters. November 1980.

15. Winterskloof Station – 9 miles from Maritzburg - with the essem and his staff posing for the photographer. Another THL image provided by Greg Hart.

16. The same train as in photo 4, is seen approaching Boshoffweg, a halt just before Hilton. The train seems well supported. 1969.

17. Hilton station: the approach from the north in mid 2012, looking forlorn and neglected, priceless historical rolling stock just rusting away, including 19AR 696 (see photo 118). It takes a lot of volunteers to keep a historical site such a this one going. Copyright Charles Lewis

18. This rare photo of Ketelfontein Station on the Town Hill deviation of 1916 (see the detailed map) was taken by Charles Parry in 1958, The station was 11 miles 68 chains from Pietermaritzburg and located 3331ft above sea level. There was only a single passing loop - being on the steep slopes of Town Hill there was no room for another loop like at Tetelegu, the next station down the line. The original spelling Kettlefontein was changed to Ketelfontein in 1953. The level crossing on Old Howick Road near the site of Ketelfontein Station was still clearly visible in the 1970s/80s.

Comment from Charles Parry who provided the photo:

"When coming up from 'Maritzburg at night, Ketelfontein was the place where the lights of PMB would soon disappear, having been viewed from both sides of the train (because of the balloon at Boughton) for about 25 minutes after leaving PMB. I shall look in a time table this afternoon to establish the times and let you know.....I was always all eyes when travelling up and down this section, and missed it when the Boughton Tunnels were opened. It was at night not just seeing lights, they were beautiful and impressive. Of course during the day there was also lots to see. For Transvalers it was a good introduction to where we Bananaboys lived."

WTB 28/11/1955, Natal System Pietermaritzburg and inland.

Train 192 dep PMB 7.07pm

pass Ketelfontein 7.35pm = 28mins

Train 199 pass Ketelfontein 5.49am

arr PMB 6.15am = 26mins*

* it took proportionately longer from the summit (Hilton Road) tunnel into town.

And a last word on the subject of Kettlefontein and the 1916 to 1956 entrance into Pietermaritzburg from Charlie:

"As a schoolboy I was fortunate to be sent by my parents to S&V camps on the lower South Coast three years running: 1952, '53 & '54. Those three journeys amounted to 8,000 miles of travel on balcony day/sleepers of which >7,000 were behind a variety of steam locomotives. 1952 was the most interesting, on slow trains from Cape Town to Durban and onward to Port Shepstone; imagine three nights and three days on a train that would bear comparison with Rovos Rail (excepting, of course, that we were crammed in six to a compartment).

Countless times I've sent myself to sleep reliving that first journey. Its relevance is that coming down Town Hill into Pietermaritzburg behind two 1Es and a steam-heating van dating back to Hero of Alexandria, was the highest of many highlights on that journey. When we drew out of Cedara our camp leader sparked overwhelming impatience as our 1Es ground their way up to the summit at Hilton Road. He said "look out for the lights of Pietermaritzburg after we pass through the tunnel." Burning with anticipation we headed up the hill - in this teenage mind it seemed to take an age to reach and pass through the half-mile bore (I can still remember the sound the train made inside it). Sure enough, soon after the stars re-appeared we could see faint lights twinkling in the darkness, far, far below; behind them a grey shade of dawn on the horizon. Before long we drew into Kettlefontein and I still have an image in my mind of what seemed like a perilously situated station perched on a ledge above a dark abyss. The lights frequently vanished as we rolled downhill on regen through cuttings and tunnels; each time they re-appeared they didn't seem to be much closer. After an interminably long 40-odd minutes we crept into 'Sleepy Hollow' accompanied by the pings of the wheeltappers."

19.The Durban bound first and second class only Trans Natal express from Johannesburg is approaching Cedara station in October 1976. Note the semaphore signals still in operation.

20. The second morning train from Pietermaritzburg to Howick number 0504 has just joined the main line at Cedara and passes the advance starter signal as it proceeds to Merrivale. October 1976. Copyright Peter Stow

21. 21 September 2014 with the sun setting on a spring afternoon at Cedara station, the Blue Train heads back home to Pretoria with Section Manager Chris Schutte at the controls.

22. Merrivale was the junction for the Howick branch. The train from Howick did not immediately go back to Pietermaritzburg but acted as a shuttle to meet the train from Mooi River to Pietermaritzburg and vice versa. Here the train from Mooi River to Pietermaritzburg via the old main line through Sweetwaters behind class 5E1 838 is on the Down main line ready to depart at 08h49 (This was according to the Suburban Time Table while it was 08h45 according to the Main Line Time-Table). The train from Howick behind class 5E1 666 has arrived at 08h42 and come in on the Up main line, the locomotive has uncoupled and is ready to run around its train for a return working to Howick at 08h55. Wednesday 20 October 1976.

23. 3604 Up (66606 Up from 5 December 1977), daily SuX Pietermaritzburg - Mooi River, has dropped off passengers for Howick at 16:25 and proceeds at 16:27 to Mooi River behind class 5E1 631. The shuttle, No 0522 to Howick, is standing on the adjacent platform on the Down main line, ready for departure at 16:29. November 1976. The trailing points off the down main are for the branch to Howick. Note the quizzical stare the photographer is receiving from the driver..... Wednesday 20 October 1976.

24. The Pietermaritzburg – Howick ‘alle stasies’ suburban service photographed between Boshoffweg and Hilton at the Caltis Road level crossing. I often travelled on the 2:15 pm service on a Saturday afternoon with Bill Bizley – arriving in Howick at 3:19 giving us time for a ‘cuppa’ at the tea room at the falls before catching the return service at 4:58 pm and arriving back in Pietermaritzburg at 5:57 pm. The train was made up of five swing door coaches hauled by a Class 5E1 – occasionally a veteran Class 1E was drafted in place of the Class 5E1.

(see also image 112 in Part 5 “The new main line from Rossburgh to Pietermaritzburg” showing train 0630 worked by Class 5E1 No.642)

25. Howick as photographed by late Dave Parsons in the early post-WW2 era still reflects the black with white lettering nameboards favoured in Natal. The famous waterfall is very close by the station making the excursion described by Bruno in the previous photo quite leisurely as for once SAR showed consideration for its clientele.

26. The 1E has now run around its Saturday afternoon train to Howick which arrived at 15:15 and is now ready to depart on its return journey to Pietermaritzburg as train 1377 at 15h57. Was it only SAR timetable planners that chose such strange departure times? Why not make it 16:00, a nice round number and easy to remember? As it was, in 1969 (when this picture was taken) this train was scheduled to miss the connection at Merrivale of train 24 to Mooi River by 2 minutes, arriving at Merrivale at 16h07, the train to Mooi River having departed at 16h05. The 6 coach train, which was probably the maximum for the class 1E and its running times over the old main line, includes a day saloon as the second vehicle in the consist, a type built for branch lines being of a lighter construction and designed to replace older main line saloons used on day services. The driver’s assistant has probably prepared a cup of coffee or tea for his driver in anticipation of the run back to Pietermaritzburg.

27. Your photographer had ridden the Saturday Orange Express from Durban to Pietermaritzburg, deviated via the Old Main Line owing to tunnel damage at Dellville Wood. A quick sprint through the subway at Pietermaritzburg ensured capturing the Howick bound local behind class 1E 75, with the Orange Express forming a backdrop. 1969.

28. A 5E1 has brought its 5 coach train into Howick from Merrivale on Wednesday 20 October 1976. Note the old telephone booth behind the palm tree on the right.

29. The “wayside” goods at Howick in the 1980s. Note the new form of station nameboard – white with black lettering that was standard on the SAR.

30. We return to the Natal Main Line with a photo that I printed in my darkroom back in Fourways in Sandton. This photo has an amazing story to tell. I had access to SAR – later, THL negatives held in the Library. I would take roughly 20 at a time to print at home and this was one of them. When I placed this image in developer from the enlarger, it started to come to life in the tray and my eyes began to stretch in disbelief at first! I then fixed the image and it then went into the final wash tray. I put on the normal light in the darkroom to get a better look and was dumbstruck. The sergeant on the right, staring directly at me was my own father! He was travelling on a troop train on route from Johannesburg to Durban to board a British India hospital ship named the AMRA. His SA Military unit was heading “Up North” as was the common saying in those days of WW2 on transfer for duty in the Middle East.

Unfortunately, by the time that I printed this image, he had already passed on.

31. The previous photo reflects an SAR dining car in wartime where soldiers were crammed in for a meal – 6 to a table meant for 4. In contrast and in times of peace – here we have an NGR Restaurant Car dating back to 1905 when it worked on the Corridor Dining Express on the NML in Colonial days. Note the patterned material covering on the swivel-steamer-style chairs – the elegance of the Edwardian era.

32. In this Wednesday 20 October 1976 view, class 5E1 838 still sports a yellow stripe running the full length of the locomotive and recently released from workshops type D-32 #8507 composite 1st & 2nd class main-line coach behind the locomotive was not the norm for the train, no doubt having replaced a suburban coach out of service for repairs. Number 8507 represents the last era of timber main line coaches with its squared clerestory and lower roof at the ends and “Day” bogies. The second coach is number 5252, a branch line day saloon originally of type M-33, built in the SAR Bloemfontein works and placed in service in July 1932. Its lavatories were enlarged and became the sole member of type M-44. When second class was abolished on the Durban suburban services in May 1968 it became first class type L-35-C. It spent most, if not all, of its life in Natal, was a regular performer on the Durban – Port Shepstone and Durban - Mooi River trains up until the late 60’s and was finally scrapped in October 1981. The train is seen here near Balgowan.

33. A passenger train photographed near Nottingham Road – unfortunately no date or other details recorded. In 1985 there were 54 passenger trains on the Durban – Johannesburg corridor every week which amounted to transporting 1,6 million passengers a year. By contrast, the 2018 Shosholoso Meyl timetable shows just three trains/week in each direction.

34. This interesting photograph by a SAR photographer shows what is no doubt train 189, as evidenced by the dining car in its consist, taken in the mid to late 1950’s of the daily except Saturdays 22:00 Johannesburg - Durban, which was semi-express down to Newcastle and thereafter all stations to Ladysmith. After Ladysmith it only stopped at Colenso, Estcourt, Mooi River, Nottingham Rd, Balgowan, Merrivale and Pietermaritzburg, while at other points after Ladysmith it only stopped to set down passengers from points north of Ladysmith. It arrived at Durban at 18:15 (1959 Time Table) the following day. It is shown here leaving Rosetta for its next scheduled stop at Nottingham Rd at 13:00, probably on time at about 12:50, behind two class 5Es, the first of which is an early series 1 number E271. At this stage it was only about 2 hours behind Train 195 which had left Johannesburg 4 hours earlier at 18h00. As 195-down did not have catering facilities we know that this is not 195. Train 195 was later withdrawn and train 189 then performed the role of stopping at most stations, especially between Balfour North and Pietermaritzburg. At this stage there were no less than 4 scheduled passenger trains a day between Johannesburg and Durban.

Note the neat rake of clerestory coaches. The first two of what appears to be a 12-coach train are 3rd-class coaches of type H-21, era 4 with squared ends, less than 10 years old at the time. The third vehicle is also a type H-21 of series 3 with bull-nose ends. The fourth vehicle is a type H-9 balcony coach of the last series built in Pretoria with characteristics of the closed vestibules coaches soon to be built, including angled steel underframe truss gear. In a few years new elliptical roofed steel coaches would start making an appearance.

35. 21 March 2014, the resurrected (not for long) Johannesburg - Durban daylight sitter, once known as train 76071 in the early 1990's, has exited the tunnel (see map) and is approaching Rosetta in the late afternoon. This is the second to last run before it was cancelled in April 2014.

36. 7 June 2014: A fuel train for up north is seen here just outside the tunnel between Rosetta and Mooi River on a perfect winter’s afternoon.

37. Fountainhall station as it existed until 1956 when the new deviation through the half-mile long Rosetta Tunnels was opened. Today the station is a thriving B&B beautifully situated on the left bank of the Mooi River. Charles says he took this photo during a walk from Mooi River to Rosetta (!) after the new deviation had been opened and two weeks after the old line had been closed in January 1956.

38. This is the site of the station in mid 2012. We are standing on the track centre-line looking south (i.e. towards Pietermaritzburg). On the right is the old goods shed, now converted to accommodations, the goods platform still there. Left foreground is the SMs house now privately owned and occupied. Behind the yellow tree is the station building shown in 38 above. Copyright Charles Lewis

39. This brief history of the place hangs in the old SMs office, composed and displayed by the present owners.

40. This undated (post 1909) photograph of Mooi River station and yard was taken from the northern (Estcourt) end. The locomotive at the head of the freight train is Hendrie ‘D’ No 333 waiting to tackle the formidable climb to Highlands station. In 1909 five Hendrie ‘D’ locomotives (NGR Nos.330-334) were supplied by the North British Locomotive Company to deal with heavy coal loads on the upper reaches of the Natal Main Line. The NGR Hendrie D became SAR class 3 at Union in 1910. By the 1960s they were the rarest of beasts - a slide-valve 4-8-2.

41. Three class 1E units with a goods train entering Mooi River station on a snowy Winter’s day. Note the highly unusual short fuel tank wagon standing in the siding – no doubt a 4-XP wagon converted from a forerunner of the ubiquitous dropside ES. The fact that it is a fuel carrier is confirmed by the large enamel warning sign mounted in the centre of the wagon and the suitably placed fire extinguishers on the ground at each end (those were the days when conscientious SMs followed the rule-book to the letter)!

42. Charles Parry writes: “up Daylight Sitter arriving at Mooi River.” He goes on to provide some interesting background: “Interesting venture by SATS late in the day, introducing new trains. I commend the initiative of SATS when in September 1983 they introduced a day train between Durban and Johannesburg, doing the journey in 13hrs 30mins. That made a long day after an early start (8am from Johannesburg - 6.30am from Durban). But with frequent late running making the day even longer, and not great comfort, despite reduced fares it was withdrawn in September 1986 [along with the wholesale massacre of the country's long-distance passenger services]. Patronage at first was good, I travelled from Estcourt to Volksrust in January 1984 and it had 3 X 5E1s, a long train well filled. Dining Car Ifafa had no working air conditioning, a bit hot but otherwise a good journey and lunch. But then we were on it for only about 4 hours. You probably encountered during your time in the SAR Museum the experimental day train that ran JHB - Durban, before steam came off in the Tvl. They must have decided it took too long and it was never introduced.” [Yes Charles, I recall that experimental run using a 15F between Johannesburg and Volksrust and two specially-geared class 1E units for the rest of the trip. The test trip was accomplished in just over 14 hours.]

43. Charles Parry continues: “Having boarded that train, we are about to enter the up Hidcote tunnel. Fascinating engineering here, SAR saving unnecessary expenditure (in 1957); coast bound (down) trains have a considerably longer tunnel, climbing on 1 in 65, but inland bound trains in the shorter tunnel descend on the up line with a 1 in 55 gradient (see Bruno's map). The down line is way underground at this point. Hence the apparent single track. The summit is visible in front of the units, going from 1 in 50 up to 1 in 55 down. With bi-directional working I presume care has to be taken not to put a down train loaded for 1 in 65 into the steeper tunnel. This summit is the highest point on NML until Charlestown/Van Reenen, not much short of 5000' + of the previous 2 routes."

44. High winds and heavy snow in August 2012 brought down the overhead catenary in several places, bringing the Natal Main Line to a standstill. This cement train headed for Newcastle was stranded outside Hidcote on a crisp winters day.

45. Stuart Grossert writes: “While I don't have written details of the opening of the 1957 deviation, I do remember that it crossed over the 1914 line at the position of this photo. The line between Estcourt and Mooirivier was closed for some time during a weekend while the temporary structure was put in place and secured. I believe that the closure was done as soon as the mail train #192 passed. Since Dad told me that the photo was of the "first train", I don't know if he meant first freight or simply the first train. Clearly this photo was in daylight and #199 would have passed there in the dark. I don't know what would have been done with trains 189, 195 and 71 or their opposite numbers. I can remember making a journey south from Estcourt in daylight and how painfully slow it seemed. The trip was behind our pair of 1E units as we wound our way up to the Stockton tunnel around endless reverse curves -- scenic, but for a young boy it seemed to take forever. The 1957 deviation is beautifully engineered, but it must have cost a fortune to bore the tunnels plus digging out many cubic meters of rock from cuts and placing these to fill high banks. The two Hidcote tunnels are of different lengths which saved some half a kilometer of extra tunnelling. The penalty was a few km of 1:50 grade against trains coming from Mooi River, rather than the ruling 1:66 grade, but both electrics and diesels can manage this as they can pass more current through their traction motors for a short time without them overheating.”

46. This photo of a coal drag hauled by three class 1E electric units was taken by the late Roger Perry in the Natal Midlands. Peter Stow suggests it is approaching Nottingham Road from Rosetta, with the old N3 in the background. The leading unit is still in green livery but her two sisters trailing look just as grubby which would suggest some time in the mid-sixties.

47. In this THL photo we see a class 3E working a passenger train leaving Hidcote northbound – see the down line behind the 3E. The type of electrification masts indicates the area being part of the original electrification on the NML. A few class 3E units spent some time in Natal working passenger trains but they were eventually transferred to the Western Transvaal System to join their sisters. They were in fact, designed for work on the Western Transvaal System.

48. Another THL image of a class 3E working in Natal. We know the location is somewhere along the 1914 deviation between Mooi River and Escourt but the precise location is uncertain. There have been conflicting opinions, so can anyone offer a positive location? The Roodepoort Tunnel between New Formosa and New Beacon Hill has been suggested, but this has been met with doubt by others.

Comment from Charles Parry:

I see looking at SoaR System 6 Chapter on PMB - Ladysmith, picture 48, that you indicate uncertainty about the information in the caption being correct. I am sure it is, knowing the area well and particularly after living there for 5 years.

There are only 2 tunnels on 1914 deviation from Estcourt to Mooi River, Roodepoort and Stockton. Simple proof, Roodepoort portals are masonry (only such in Natal after Union) and Stockton. I have pictures of both, attached, taken by me. Stockton (a few weeks after closure): I think Bruno you were in 1983/4 part of a group I took to the site; if so, you will recall that one having concrete portals, and all the way through. The north and south portals of both can be identified by the sunshine on the north end. Unfortunately, the north portal of the Roodepoort tunnel has not copied well, the shade over the portal has merged with the surrounding bush so cannot be seen. It was getting late on a September afternoon.

On the day in 1957 when the line was closed, I walked (after being a passenger on the first up train on the new line) to the tunnel and photographed it. Apologies for Box Brownie photos, I was then a year from getting an Agfa Silette for 21st birthday!

I consider the evidence given here to be sufficient for there to be no doubt that Picture 48 is definitely the Roodepoort Tunnel.

49. A down passenger approaching Fountainhall c 1949. My colleague Bruno Martin says that this is the stretch of line after crossing the bridge over the Mooi River along the river towards Fountain Hall – the line follows the river up to a short distance before Rosetta.

50. In a photo strikingly reminiscent of the Rimutaka Incline in New Zealand (but not as dramatic), two Reid 4-10-2Ts and a Dῠbs 'B'* 4-8-2Ts battled to bring a 590-ton train up the 1/30 uncompensated ruling grade (equivalent to 1/22) between Estcourt and Highlands. Coal traffic taxed this section to the utmost so that combined-banked working of loads with one engine leading, one cut in the middle and one banking was introduced early in 1908; strictly confined to freight trains. This image appears opposite page 148 in E D Campbell’s ‘The Birth and Development of the Natal Railways’ and is captioned "one of the earliest combined-banked trains, Estcourt – Highlands section". If the torrent of smoke and steam is any indication, the crews were coaxing every bit of power out of the three tank locomotives hauling this heavy freight.

* The Dῠbs 'B' became SAR class G, a heavier and more powerful version of the class A tanks.

51. A combined-banked freight train at 144½ miles [from Durban], between Estcourt and Mimosa (renamed Formosa in 1911). The leading locomotive is 4-8-0 Hendrie ‘B’ [1] No.317, the middle locomotive is a 2-6-6-0 Mallet [2] and the banking locomotive a 4-8-2T Dῠbs ‘B’. Until the arrival of the Mallets the heaviest load was 590 tons with two 4-8-0 Hendrie ‘B’ engines assisted by a 4-8-2T Dῠbs ‘B’ (quoted from E D Campbell’s book, p.148).

In 1909, the NGR introduced their first 2-6-6-0 Mallet articulated compound locomotive, designated Class MA. With its weight of 129 tons 8 cwt (loco & tender) [3] and rated tractive effort of 44 810lbs (at 50% boiler pressure) [4], this represented a remarkable advance in motive power on the Cape gauge and was the first of its type in South Africa. When the Mallet was drafted in to assist, the combined/banked load was increased to 720 tons. This method of trains working more than doubled the capacity of the single-line section but proved to be no more than a temporary measure until an easier-graded but much longer deviation was opened in 1914 (see Bruno's map).

[1] Hendrie's first tender design for the NGR became class 1 on the SAR.

[2] The unsuperheated compound class MA stayed MA after Union.

[3] 1 cwt = 112 lbs; 20 cwt = 1 ton

[4] Bruno has used the formula adopted by the NGR and followed by D F Holland. If 85% of boiler pressure is used (the international standard), which was achievable on starting, the tractive effort works out at an even more impressive 76 177 lbs.

52. The same combined-banked-load at the same location as in image 46. Now we have a clearer view of the Dῠbs B 4-8-2T bringing up the rear. Just imagine the cacophony created by the three locomotives as they battled up the 1/30, uncompensated for the numerous 300ft minimum radius curves on a damp and misty day in the Natal Midlands!

53. Our good friend in Germany – Wolfram Veith provided us with this maker’s photo of the NGR Mallet No.336, the sole example of which became SAR class MA No.1601. This engine was put to work on the Estcourt – Highlands Bank by the NGR and her success led to the ordering of additional Mallets as shown in the next photograph.

54. NGR Mallet MB 341 at Highlands station. Following the good results obtained from the original 2-6-6-0 Mallet, classified MA, which took to the rails in 1910, a further five Mallet type locomotives, numbered 337 to 341, were supplied by the American Locomotive Company (ALCO) for the Estcourt – Highlands section of the Natal Main Line. These locomotives were similar in design to the first one but with larger boilers and slightly higher capacity tenders. Upon renumbering in 1912/13 this locomotive became No.1606 under the SAR, and along with her four sisters, performed a useful service between Estcourt and Highlands. This photo was taken circa 1912.

55. A well-known photo of the NGR “Corridor Dining Express” climbing the Estcourt – Highlands Bank. The engine is a Hendrie B, 4-8-0 – these engines became SAR class 1. An interesting aspect of this photo is the compo-van trailing the NGR passenger stock – it is a CSAR type M5 that became SAR type B-3.

56. Thanks to a tip-off from Peter Micenko and Geoff Hussy, I was able to get several images from the late Hussy Senior Collection now held in the Transnet Heritage Library. This is the first Hussy image and I am able to quote notes written by the man himself in his album of photos taken around Estcourt:

“Bushmans River Bridge, Estcourt, 1970. In December 1885, the Natal Main Line reached Estcourt and the Bushmans river was spanned by this fine bridge. In 1914, with the opening of the electrified deviation, the old Main Line as far as Willow Grange was kept in operation until closed in 1949. Today, with just on 2 miles of original track open, the bridge is still in use serving the bacon factory sidings. Here a class 1 locomotive works a goods train to the factory on the daily shunt – a reminder that, 65 years ago, this engine and her sisters once thundered across the bridge with heavy main line trains.”

57. The bridge deserves one more view, especially with Estcourt's 1A 1295 delivering another consignment of pigs and swill to the bacon factory. Mmm, think I'll go and braai some Eskort Pork Sausages right now.....* This picture taken in February 1964.

*which Charlie duly did. Delicious.

58. A rare old postcard unearthed by Greg Hart depicts Estcourt station in colonial days, with a down passenger about exchange its Hendrie 'A' Pacific for the Hendrie 'B' 4-8-0 on the left, in order to tackle the 1/30 uncompensated (≡1/22) grades up to Highlands, just over 15 miles towards Mooi River. We know these Hendrie engines were introduced in 1904 and the NGR ceased to exist when it became part of the newly-formed SAR at Union in 1910 which dates this scene accurately enough for our purposes. Another clincher (that this was indeed in Colonial days) is the big sign saying "BAR" prominently displayed on the platform....

59. About twenty years later the "BAR" sign had been replaced by a more discreet "BUFFET". A northbound train drawing into Estcourt c 1924. The train is interesting in that the class 1E has a lovely variation of early pre-Union passenger stock in the consist. The Essem (who looks like Adolf Hitler) is keeping a wary eye on the photographer. The THL photo comes from the collection of Les Pivnic.

60. Estcourt station c late 1920s: two 1Es arriving with a passenger train from the north. The driver’s assistant is handing the tablet holder to a station official. From 1957 until it closed in 1984 this alignment of the NML was occupied by the 2ft-gauge tracks for the Weenen branch (see picture 61).

Interesting comments with points to ponder from Charles Parry:

"Note the original NGR engine shed and its associated buildings in the middle background. It was situated there until the 1956/7 yard remodelling when moved to site covered in photos 65 to 77 inclusive. Narrow gauge locos had no access to the old shed (information from Robbie Roberts, the former shedmaster who I knew well from Estcourt days). With the new shed the spare narrow gauge loco got a roof for the first time. The shed on right of picture is interesting, was it a transhipping shed? Its hard to tell the gauge of the track inside the right side of the shed, was it 2'? But what else would it have been used for? One of many fascinating pictures I am seeing for the first time here."

61. Estcourt station at dusk on the narrow-gauge track side in February 1964. This was the original position of the main line (as shown in photos 58, 59 and 60 above) but the radical relocation of 1956/57 also involved a totally new station on the West side of the main line.

62. Compare Bruno's photo of a down freight taken in 1975 with photo 60 from almost 50 years earlier and observe that the original 'broad-gauge' platform road has been usurped by the Weenen narrow gauge branch and the previous main-line formation has been commandeered for yard tracks. As you can see in the next picture by Charles Parry, the new passenger station has been relocated on the west side of the main line.

63. Charles Parry referring to the “Daylight Sitter at Estcourt” writes: “DLS coaches carried symbols visible on 4 coaches, dining car sandwiched between coaches 3 and 4.” Our observant reporter from the Operating Department, Ashley Peter, has noticed that the front unit has lost its pantograph.

64. Another Hussy image: The caption in the album reads: “Still hard at work after 62 years, a class 1[A] on a Sunday morning shunt at Estcourt.”

65. "This GL Garratt called in at Estcourt Loco for water after a visit to the Durban Shops. She was en route to her home depot at Glencoe.” Note: “Durban Shops” refers to the Mechanical Workshops at Durban. Ashley Peter: "The GL appears to be dead, or possibly in light steam, and is about to be shunted by another loco – note the fellow in the dirty white overall giving coupling hand signals."

66. "When the 15Fs first came to Estcourt, they nearly broke the ashpit, so Mr. Roberts put up the sign you see here. In the background, one of the culprits simmers unconcernedly." [having almost demolished the ashpit, the F sits sheepishly outside the shed - it was on transfer from the Cape Midland to trials in Durban which would date the photo to c mid 1969]

67. "Before the new alignment in the 1950s, the broad-gauge shed was situated to the west of the main line about 200 yards to the right of the church in the middle distance. The narrow-gauge shed was a tin shack behind the present broad gauge shed." [Note the Estcourt-Weenen narrow-gauge branch line in the background].

68. "Estcourt loco on a Sunday Morning – L to R: classes 1, 19A (two) and GEA (visitor)"

69. "Estcourt loco: a busy morning with a class GF and a GMAM on their way to and from Pietermaritzburg Workshops while driver van Rensburg’s 19A prepares to return to Bergville."

70. "Only a branch line engine, maybe, but look at that magnificent finish of 19A 691 which is presently [in 1971] stationed at Bergville and works the Estcourt – Bergville branch. Photographed at Estcourt in December, 1971, the high polish is by driver J.B.M.H. Janse van Rensburg. [with a little elbow grease from the cleaning staff]"

71. "A busy day at Estcourt loco with, left to right: the tender of 19A 699 (the Estcourt Yard shunter), a reboilered class 19A with a domeless boiler on her way home [where to?] and far right, driver Van Rensburg’s immaculate 19A 691 taking water preparatory to her return trip to Bergville."

72. Glen has managed to juxtapose two well-known products from Switzerland: Nestlé of Vevey and SLM of Winterthur.

73. Glen Mills provides his impressions of his own photos: "Class 19A 696 outside Estcourt locomotive shed on 6 February 1974 with 14R 1920 partly hidden and 19A 684 behind the latter inside the shed. Also spotted but not photographed were 19A 707 and NGG13 78, both probably hidden in the shed. Note the 2’-0” gauge line to Weenen in the background. As shown in the Natal System Private Working Time Book No.219 dated 3 December 1973, there were three goods trains each way on the Weenen section, one of which was conditional, with one of these pairs conveying passengers. Unfortunately, this pair originated at Weenen and being unaware of the goods workings, it was not feasible to plan any photographs. After nearly twelve months rail-fanning the brain was heading for meltdown so the matter was not perused any further. Other than spotting the NGG13 78, nothing else to do with the narrow gauge was seen, not even the exchange sidings."

74. Peter Micenko writes: "In addition to the facilities for the 2'-0" gauge line to Weenen, Estcourt station had a rare brick built locomotive shed to accommodate its handful of 19D's for shunting and working the branch to Bergville. The crew of 19D 2749 rostered to work the Bergville mixed that Saturday in April ’78, have turned on the turbo generator and headlight and started preparing to move off shed while another Robert Stephenson and Hawthorns Ltd product occupies the adjacent road." [sadly, all the SLM products countrywide had been retired].

75. Peter’s next shot in the depot at Estcourt in July ‘78: “While one of their stable mates was engaged in shunting the yard, two 19D's awaited their duties and a third one had its fire lit in preparation for its next duty. The leading engine is a Robert Stephenson and Hawthorns product whilst behind it sits a first/second series 19D and on the adjacent road is another Robert Stephenson built locomotive.”

76. "It was still very early in the predawn in Estcourt locomotive shed in July ’78 and 2749 had its fire lit but was awaiting crew before moving forward into the yard to couple on to the morning mixed to Bergville. Behind it is one of several "domeless" Dollies allocated to Estcourt at the time. Only a few months earlier a 19A was shedded in the corrugated iron facility at Bergville, which would indicate a train service starting at Bergville and running to the bigger town of Estcourt." [Peter: I can explain that earlier SAR practice was to stable branch line engines at the outer terminal of the branch line. This practice was later changed whereby branch line engines would be stabled at the shed on the Main Line such as Estcourt - HLP].

77. Peter tells us "July 1978 was near the end of 3'-6" gauge steam at Estcourt but this domeless 19D was still kept "work-a-day" clean as were all of the locomotives I saw at that time. Although the engine carried a domeless boiler of the 1st series 19D's, the front handrails were only fitted new on second or later series 19Ds built by Skoda, Krupp and Borsig manufacturers. The locomotive could be from either series as evidenced by the absence of vacuum brake cylinder behind the expansion link motion bracket"

78. After arrival from Bergville at 1448 until departure for Glencoe at 1559 on 6 February 1974, 19A 691 performed a spot of shunting and having finished, rests in Estcourt yard on 6 February 1974 under the watchful eye of plinthed H2 314 just seen on the extreme right of the photo.

79. In 1963 I was returning from Durban by car with my newly-wed wife, Carol and I stopped at Estcourt to photograph this splendid class 8 No 1103.

80. The late Phil Hawkins, a member of the Natal branch of the RSSA, lived in the Estcourt area and recorded some remarkable shots of, among others, class 8s on the Bergville branch. In this image the Estcourt-Bergville mixed crosses over the 2ft-gauge Weenen branch in the old station precinct on its way to the passenger platform on the west side of the new yard.

81. The afternoon return working to Bergville ready to depart from Estcourt with a sizeable load for the branch. Note the timber bodied type AXB caboose on the bank to the right.

82. The late Mervyn Tunmer spent some time in Estcourt in the 1970s and he photographed the Bergville mixed heading out of Estcourt. Rather an interesting consist I would say! DZs; shorts; a dairy truck; a 3rd class main-line coach and a “multi-mixed” suburban compo-van! Note the Weenen narrow gauge line in the foreground.

83. The return working of the Estcourt – Bergville daily SuX mixed traversing the Natal Main Line between Estcourt and Ennersdale.

84. Galloping through Ennersdale with the down Bergville mixed. Good quiz question: where on the Natal Main Line could one find regular steam on real trains until the late 1970s?

Answer: Between Estcourt and Ennersdale, eight miles north, where the Bergville branch takes off towards the north-west.

85. Phil recorded a number of different workings which included main line coaches. These were often for scholars and students attending Schools and Varsity camps in the Natal Midlands. The loads invariably needed double heading, as in this image of two class 8s giving it all they have to lift a heavy train towards Bergville. Note the marshalling of the train with bogie wagons leading the coaches followed by the short wagons and then the branch line composite van at the rear. The leading main line coach is a Hendrie balcony second class of type E-12.

86. The down mixed (same train as in photo 83) about to stop at Moorleigh siding in February 1964.

87. It was not only additional main line coaches which necessitated double heading. The frequent livestock movements to auctions or the abattoirs required double heading as well. Unfortunately the whole train is not visible but at least the first 5 wagons are type GZ cattle wagons. The locomotives appear to be working hard in this shot of a down train between Rosedale and Draycott . Phil once mentioned that he often had to walk some distance to get the precise view he wanted.

88. At the same beautiful location Phil has captured the very essence of a SAR branch-line train in the early 60s, serving predominantly rural agricultural areas with well-maintained track and locomotives. The third class main line coach framed between the trees is of type H-21.

89. Another Hussy gem: “In the Draycott District – Estcourt – Bergville Branch. Although having lived in the Estcourt district for twenty years, I must admit that the branch line to Bergville initially runs through perhaps the most uninspiring country to be found anywhere in Natal. The engine: Mr. Janse van Rensburg’s beautiful class 19A No.691."

90. Three class 8s in one picture was something to record as late as the 1960s. In the second of what appears to be another Schools and Varsity working, the number of main line coaches is such that there appears to be little room for freight on this day although the usual van can just be seen to the left of the goods truck. The crossing of the two trains does not look as if it was going to be easy to execute; that road with the wagon on it is a dead end. Unfortunately we cannot name the siding.

91. In July 1998 a railtour known as the “Southern Cross Mountaineer” ran a short 'mixed' on the Bergville branch. Class 19AR 696 was in charge and was beautifully captured on film by Dick Manton at km 14.5 on the climb to Rosedale heading to Bergville.

92. The 1488-up mixed curving into Rosedale. 19A 691, December 1974.

93. With a classic SAR branch line consist, 19D 2718 was approaching Loskop siding with the 'Daily SuX' Mixed (train 66612) from Estcourt to Bergville on 11 November 1977.

Eugene Notes:

a. The cement wagons were supplying the Drakensberg Pumped Water Storage Scheme, which was under construction at the time (1974 - 1981).

b. The concrete sleepers alongside the line were awaiting installation for the coming dieselisation of the branch.

c. According to Google Maps, today the buildings in the background would be the Loskop Police Station, but I cannot recall if that was the case in 1977, although there is a radio mast sticking out of the tallest trees on the right of the photograph. It may well have been a private homestead at the time.

94. The 1488-up mixed leaving Loskop with 19A 691 in December 1974.

95. Phil rode this train from Bergville back to Estcourt and jumped off to grab a picture whenever the opportunity arose, in this case at Winterton where the train has had to draw up twice due to its length. The coaches were returning to Estcourt empty and he rode on the leading balcony enjoying the sound of the two class 8s as they thrashed their way back home. The nine coaches in this shot are all Hendrie second class balcony saloons of type E-12, a rarity even in those days.

96. Returning to the late Mervyn Tunmer’s visit to Estcourt in the 1970s, he rode the train to Bergville and en route took several photos of the engine – 19A 675 named “Mary”, here taking water at Winterton

97. This is Mervyn’s second shot of the same 19A working his train on the Bergville branch.

98. Later on the same day, platform duties were underway on 6 February 1974 after Train No.1493 Mixed Bergville to Estcourt headed by class 19 No.1366 departed Bergville ½ minute late at 11:15½ followed by a 4½ minutes shunt at Malta with one short (4-wheeler) added to the train and a 12 minutes early arrival at Winterton at 1212.

99. Train 1488-up Mixed Estcourt - Bergville departed Estcourt 2½ minutes early at 05:37½ on Wednesday 6 February 1974. The consist, from the rear: first/third/van 6370, third 7447 and 25 = 26 goods vehicles behind class 19 No 1366. Following 3 minutes for van goods and a 5½ minutes shunt to detach 5 vehicles at Draycott and similarly at Loskop with 4 passengers and van and 13 shunt with 1 off and 4 = 5 on, arrival at Winterton was one minute early at 07:27. Following van goods, 7 minutes engine requirements and shunt with 21 = 22 off and 3 = 5 on then 12½ wait to cross Train 1489-down Mixed Bergville to Estcourt headed by 19A 687. Class 19 No 1366 was shunting its train at the Bergville end of Winterton. Note the coal-trimmer pushing coal forward in the tender and the flagman protecting the road crossing. Obviously, the latter was a regular occurrence as evidenced by the bicycle leaning against the stop sign. (Yes Glen – this was standard SAR procedure and for the sake of our readers who don't understand strine and/or Aussie railway language may I mention that in steam days goods train lengths were measured in short trucks so a bogie wagon would count as two).

100. After one minute for van goods, twenty-five minutes for shunting (load now 16 = 25) and four and a half minutes for engine requirements, class 19 No.1366 then waited ten minutes at Winterton on No.2 Road for Train No.1494 Mixed Estcourt to Bergville to arrive (see next photograph).

101. Class 19A 687 arriving [at Winterton] on Train No. 1494 Mixed Estcourt to Bergville just before 1300 hours on 6 February 1974. This locomotive had crossed Train No.1489 at Winterton earlier in the day but the photograph was very misty. Note the pit in the foreground, which was probably used to service the locomotive on the conditional short working to Winterton, and the amazing points tumblers, white on top for normal and red for diverge. [Greg was addressing his Expurgandian audience here]

102. Departing Winterton five minutes early at 1300 on 6 February 1974, class 19 No.1366 is on Train No. 1493 Mixed Bergville to Estcourt. An arrangement was made with the driver to photograph the train departing Winterton. If the train had been travelling any faster, I would not have made it back onto the train. That was the first time this was tried and never again, even earlier at Fauresmith where the train ran up the street. Following 3½ van at Connaught, 14 van at Loskop and 1 van and 7 minutes shunt at Draycott with 5 vehicles added to the train, arrival in Estcourt was 15 minutes early at 1448.

103. It is afternoon and the fireman of 2749 attends to his injector. The "mixed" returning from Bergville stands at the station platform at Winterton waiting a cross with an "outbound" goods in April ‘78.

104. In July 1978 and an unknown 19D has completed its shunting and departs Winterton for Bergville. The scene captures not only the local populace engaged in their normal day to day lives but also the Natal Railways architecture from the colonial station building, to the row of fire buckets, the post office public telephone box and alongside it, the SAR train control phone. In the background is evidence of the impending dieselisation in the form of concrete sleepers for heavier rail or more likely a move by another very competent SAR Senior District Engineer at Ladysmith (Cedric "Cast Iron" Viljoen) to upgrade his district's branch lines to improve maintenance productivity.

105. Having cleaned fire and taken on water the driver (Chris de Jager) goes about lubricating the rods of 19D Number 2749 (later this locomotive would be transferred to Capital Park where it would be painted blue and receive an MX tender) whilst his fireman attends to cylinder cocks in the cab. In the background is the Drakensberg. Copyright Peter Micenko

106. The guard of the Saturday mixed has uncoupled the Dz's at the front of his train and signals to the locomotive crew of 2749 to pull forward in preparation for various shunting moves at the busy station of Winterton in April ‘78. The presence of many GZ wagons in these trains was indicative of Bergville's importance for the cattle and dairy industries of the area.

107. The fireman of 19D number 2749 moves the engine away from the Winterton water column in preparation for the various shunting moves required of the Saturday "mixed" working from Estcourt to Bergville in April 1978.

108. Down (on the left) and up mixeds perform their daily crossing ritual at Winterton. If ever there was a shot that portrayed the character of a South African branch line, then this is it; the two trains meeting with, no doubt, exchanges between the crews on the happenings of the day. Wagons are being loaded and unloaded in sidings serving the local community. The types of wagons give hints as to the types of commodities being transported. The covered goods shed provided protection to goods and staff during the loading and unloading process. Employment is being offered to locals for the execution of this service.

The coach was a unique SAR development. Given the racial segregation in the country at the time, this type of vehicle was developed for branch lines offering first and second class accommodation for whites, the same separately for non-whites and for passengers travelling third class, each with their own access door, as well as baggage and guard's accommodation. It was in essence a complete train in one vehicle. The type V-36-C illustrated in this view was of the latest design of which no less than 73 were built between 1935 and 1952. In the official documents they were called 'five-classes vans' but because they had 3 toilets, to the irreverent they were referred to as tri-bog compos.

The end of branch lines was imminent when one heard rumblings in the corridors of head office that 10% of customers brought in 80% of revenue (only an accountant with an MBA thinks like that). Then it was said that “they” were only interested in wagon-load traffic. Then it was said that shunting was an expensive exercise and only shippers who could fill a train that ran direct from A to B should be encouraged. In the end most of the branch lines serving agricultural areas died and many people ended up on social grants, not able to contribute to the economy at all.

109. In July 1978 an unknown 19D is drifting across the bridge spanning the Little Tugela River on its return from Bergville with the Saturdays mixed train. A second freight was rostered to run that day but cancelled at the last minute due to absence of a guard. A branch line train conveying bulk cement tankers may seem incongruous but at the time large quantities of cement were railed to Bergville for the construction of the Drakensberg pump/storage scheme associated with the nearby Spioen Kop dam on the Tugela River. English readers may be interested to know the origin of the naming of "The Kop" stand at Anfield football ground. It was so named in memory of the 300 Lancashire soldiers (many from Liverpool) who lost their lives at the Battle of Spioen Kop in January 1900 during the second Anglo-Boer war.

110. After a booked loco servicing and shunting stop of 43 minutes at Winterton station, 19D 2718 is getting under way again, crossing the Little Tugela river with the 'Daily except Sundays' Mixed (train 66612) from Estcourt to Bergville. Date was 11 November 1977.

111. Four local ladies have left the shelter of the waiting room at Evershalt siding to board the arriving 'Daily except Sundays' mixed (train 66612) from Estcourt to Bergville, worked by 19D 2718. My copy of the 1977 SAR timetable shows the spelling of this siding's name as Eversholt (as does Google Maps 41 years later), but someone clearly had decided it was to be Evershalt! Note the two derailers at each end of the loop. 11th November 1977.

112. Mervyn was back on the train with the 19A making haste to get to her next stop – nice smoke trail!

113. What can one say here other than it is another classic from the lens of Phil Hawkins. It deserves to be the cover picture for a book called "Mixed Train Daily".

114. On the return run from Bergville in July 1998, class 19AR 696 again made a beautiful picture, at Km 53.5 between Eversholt and Malta working the “Southern Cross Mountaineer” special back to Ennersdale on the NML.

115. Originally known as the Hongerspoort Line (Upper Tugela Branch), this branch junctioned off the main line at Oliviershoek Road (later Ennersdale) and proceeded in a north-westerly direction towards the Drakensberg. It was built to serve the agricultural area which was established after the completion of an irrigation scheme in 1905. The first section was opened by the NGR from Oliviers Hoek Road to Los Kop (Loskop) on 1 June 1905 (13¼ miles) and extended 10¾ miles to Springfield (later renamed Winterton) on 15 May 1907. The last section (18 miles 27 chains) to Bergville was built by the SAR and officially opened on 5 January 1914. A survey was made for an extension across Oliviershoek Pass on a 1 in 50 ruling gradient, to provide an alternative route to Van Reenen’s Pass, but its construction never eventuated. Photo credit: National Archives, Pietermaritzburg. Bruno Martin.

116. Following disassembly of the arriving train from Estcourt and engine requirements, class 19 No 1366 is coming off shed at Bergville on 6 February 1974. Note the lovely gum trees which made the photographer a little homesick, but this did not matter as he would be home in six days’ time. A friend in Pietermaritzburg said that thirteen species of eucalypts were imported from Australia including wattle (acacia pycnantha). However, with nearly 1,000 different species of the genus acacia, further investigations showed that the weeping wattle (peltophorum africanum) is native to Africa south of the equator. Also note the pool of water in the foreground, so there must have been rain overnight. Unfortunately, the pool was not big enough to result in a reflection shot. Copyright Glenn Mills

117. #1366 continues to work about Bergville yard on 6 February 1973 assembling Train No 1493 Mixed Bergville to Estcourt with the departure load of 14 = 23 vehicles now including OZ-11 79-051065. The Natal System Private Working Time Book No.219 dated 3 December 1973 shows two mixed trains and a conditional goods to Bergville with another conditional goods to Winterton plus the ubiquitous Motor Trolley (Cond.), all with return workings so the Bergville branch was relatively busy. Copyright Glenn Mills

118. The one road engine shed at Bergville marked the end of the branch line from Estcourt and, on the 11th November 1977, it housed a rather sad looking 19AR 696 which seemed to have reached the end of its road as well. With 19D's having taken over all the duties on the branch and the arrival of the diesels not too many months away, it seemed unlikely that this locomotive would steam again. (Compiler’s note: Compare this sad photo with photos 91 and 114 – much happier times for the poor old 19AR! Engine 696 deteriorated even further – becoming almost derelict in her shed at Bergville before being rescued in 1980/81 and hauled to Hilton where she was restored and ran for a number of years, including performing sterling duties on the Umgeni Steam Railway Harbour Wanderer in 1990. The loco was returned to Hilton, where another preservation group subsequently took over from USR. I understand it was eventually withdrawn from service and remains at Hilton awaiting attention, including major boiler overhaul (see also photo 17).

119. Back on the Natal Main Line, this THL photo of Frere station was provided by Greg Hart. It dates back to the mid-1920s after the first phase of electrification of the Natal Main Line. Note the station nameboard – white letters on a black background. Note the overall cleanliness and general organised look about the station; also the well-tended garden – often a feature of country stations on the old SAR. Sadly today, such scenes are no longer to be found!

120. It would be interesting to know how many photographs have been taken of train 1090 Up (3600 Up from 2 December 1974 and 66600 Up from 5 December 1977), the obscure 06h00 from Estcourt to Ladysmith. It’s significance was that it also carried the through coach off train 72 Up (2514 Up from 2 December 1974 and 65072 Up from 5 December 1977) from Durban for Ladysmith that was shunted off at Estcourt to allow passengers for Estcourt, or for the 05h45 connecting train to Bergville, to sleep in until a more convenient hour*, before the coach was whisked off to Ladysmith at 06h00. Here it is seen leaving Frere station behind a single class 5E1 and crossing the Bloukrans River. In a few moments it will round a curve to the right where, during the Anglo Boer War, Winston Churchill was captured by the Boers and where there is now a monument commemorating the event. Note the goods guards van bringing up the rear, a practice not uncommon at the time. Wednesday 20 October 1976.

* This was in those far-off days when SAR provided a public service before that archaic notion was dropped with the creation of South African Transport 'Services' in 1981

121. Chieveley – the war memorial appropriately well maintained. The Australian edition of the Guardian Newspaper dated Fri 17 November 1899 describes the incident as follows:

"On Wednesday an armoured train was derailed near Chieveley and attacked. The escort was composed of half a company of Dublin Fusiliers, and another half company of Durban Light Infantry, 120 of whom are missing. Mr. Winston Churchill is among the missing. The armoured train consisted of, in the front, a flat truck with a seven-pounder gun, manned by a petty officer and five bluejackets from Her Majesty's ship Tartar. It contained 100 men in all. The train was despatched for the purpose of reconnoitring the Boer positions near Colenso and to ascertain the truth of reports that railway track had been destroyed.

The troops were entrained and left Estcourt at six o'clock in the morning. The train ran forward to Chieveley, where a body of the enemy was seen. The enemy opened a cannonade at a range of about 2,000 yards. The Boers also had tilted a rail. Instantly two of the trucks were overturned and the third was derailed. Many of our men were injured. Mr. Winston Churchill bravely summoned the train hands and volunteers, detached the locomotive, ran back to the front trucks, and then, pushing and pulling, drove through the wreckage.

The infantry opened a rifle fire on the Boers, who were advancing on the west side of the line and held them in check. [The infantry] set to work heroically with the engine hands and cleared the debris and put many of our wounded men upon the locomotive and tender, which, though shelled, got back from Frere at ten in the morning. Mr. Churchill remained at Frere to assist the other soldiers. Meanwhile our bluejackets fired their seven-pounder, the petty officer bravely laying and serving the weapon against the cannonade. He sent three shells bursting among the enemy, who numbered some 500.

The Boers poured shot and shellfire into the crippled train... A shell struck and hurled [the seven-pounder] away, overturning the truck. The only newspaper correspondent present was Mr. Winston Churchill, who distinguished himself by his courageous conduct, as did also Wagner, the driver, and Stuart, the stoker of the engine. The troops, who had maintained a hopeless fight with great courage, were overpowered. A few managed to escape, but the majority were either killed or wounded or taken prisoners. Mr. Churchill was last seen advancing with a rifle among the Dublin Fusiliers. He is believed to have surrendered himself to cover the retreat."

(Within a year of his highly publicised capture and escape, Churchill became a Conservative MP at the age of 26).

122. Chieveley – the site of the derailment that led to Churchill being captured by a Boer Kommando. This photo shows three railway formations with the original NGR one on which Churchill's train was derailed on the extreme left. Bruno Martin provided the following details:

"The 1914 General Manager's Report mentions 'a portion of the Ennersdale - Frere deviation was opened for traffic on 19 July and the whole line on 9 August.'

The 1924 General Manager's Report: Ennersdale-Chieveley Doubling and Deviations: the doubling of the line between Ennersdale and Frere, a distance of 6¼ miles was completed. The deviations north of Frere station, 1¼ miles in length, were opened for traffic on 27 January 1924. The deviation, one mile in length, at Grenford was opened to traffic on 16 December 1923 and all work finally completed on 15 March 1924.

The GMR for 1955 notes that the Frere - Chieveley doubling was opened to traffic on 24 April 1955.

Based on the above information the first realignment was opened in 1924 and the second in 1955".

123. Two tour trains southbound at Colenso c 1925. A van behind the locomotive was not usual unless there was an observation car at the back.

124. The official photographer obviously decided to get a close-up of the left-hand train in the previous photo. Coaches of the tourist train on the right appear to have moved forward. Note the interesting van behind the class 1E units – most likely of CGR origin. The ex CGR luggage van behind the locomotives was built in the Salt River works in 1896/7 and was one of 6 which became SAR type K-7 and K-8. The only difference between them was that the single K-7 was fitted with a safe. The last vehicle on the train on the right appears to be an ex Train-de-Lux observation car. Note the wing light protruding at the end. The vehicle closest to the photographer on the right is a flat sided ex CSAR balcony coach (thank you Peter).

125. Greg Hart sent us this very interesting THL view of Colenso. The new vehicles in the DZ wagon in the foreground appear to be 1948 Chryslers which would indicate that this photo was taken in 1948. Two class 1E units sit on the 3rd road waiting for their turn to depart.

126. Another scene at Colenso but in passenger terms much busier than the previous photo. The uniformed black man in front of the ticket examiner was a “Commissionaire”. His duties involved advising third-class passengers on where to board the train and to make sure that they were on the right train in terms of their ticket. Rural folk (in those days mostly consisting of migrant labourers) were often in need of assistance to ensure that they were joining the right train for their destination. John Wepener worked with some of these Commissionaires and he sent me the following comprehensive description of them and their uniforms: “They wore a black two-piece uniform with red cap cover (sometimes faded to a shade of orange). The jacket had red lapels, epaulettes and red piping on the jacket’s lower sleeves. The trousers had red outer/inner trouser seams as well.” John goes on to add: “Worked with two of them at Booysens, to help mine labourers board various “Bombella” and other trains.

127. John Middleton who took this fine photo* showing the original form of 1920s catenary, says: “I took this picture in April 2007 of the original catenary between Colenso and Ladysmith - I waited well over an hour but did not get a train sadly!” [by 2007 the occupation of the Natal Main Line had dipped below 30%. Already the masts and girders were unpainted, corroded and neglected]

(Ed. John also drew my attention to the fact that the original catenary will, within 5 years, be 100 years old! It doesn’t readily come to mind that electric traction on railways in South Africa, is that old. This catenary dates back to 1924 when the first electrically-hauled train ran on this section between Ladysmith and Chieveley on 19 October, 1924.)

*The solid wall of the Drakensberg rising to over 11,000 feet dominates the horizon.

128. A party of railway engineers camped in the field engaged with the survey of the Natal Main Line extension from Pietermaritzburg to Ladysmith during 1878/79. Natal’s topography posed many challenges for the early engineers who were equipped with rudimentary surveying instruments and had the arduous task of setting out a rail route through the hilly terrain.

129. The pre-Union Railway Administrations were known for the fine recreational facilities set-up for their employees at main railway centres. This is the NGR Institute in Ladysmith – completed in 1903. The SAR continued with this practice after Union in 1910 and built many “Rec-Clubs” around the Country.

130. This photo, taken at the Ladysmith Steam Loco Depot in September 1923 must rank as one of the finest SAR loco shed scenes ever recorded. One can assume that the gent in the white coat was the Loco Foreman. The panorama – originally two separate images, was taken after the depot cleared 25,351 tons from Ladysmith with steam traction in a single day to prove what could be achieved just before the introduction of electric traction. This constituted a record tonnage clearance at that time. Even back in 1923 there were the beginnings of rivalry between steam and electric traction on the SAR. What a line-up – 14s, 12As, mallets, class 1s and several tank engines too. Photo Ladysmith Museum/THL.

131. A southbound railtour departing from Ladysmith c 1928. In the 1920s/1930s, the SAR ran special tourist trains for overseas visitors off cruise ships - often joining the train at Cape Town and re-joining their cruise at Durban. These tours, known as “Round-in-Fourteen” or “Round-in-Nine” (days), were operated by SAR’s Publicity & Travel Department. Judging by the smoke coming from the kitchen car’s chimneys, the chef was busy preparing lunch or dinner for the tourists. Note the bell-buffers on the 1Es and the original multi-frame pantographs.

The luggage van behind the refrigerator wagon is a SAR type K-26, built for the CGR in 1900 and rebuilt in Salt River works in 1912. One of this type was later used on the Governor General’s White Train. This train has an observation car at the rear, probably an ex-CSAR Train-de-Lux vehicle and there are a few ex-CSAR flat sided balcony coaches in the consist as well (thank you Peter Stow for the coach details).

132. The Electric Running Shed at Danskraal, previously known as Daimana, Ladysmith. Lots of 1Es present as well as class ES shunters at the other end of the Shed. The Metro-Vic pantographs on the two 1Es in the foreground date this photo as post-WW2.

133. Danskraal ERS as seen and photographed by John Middleton in 2007. The original 1924 catenary looks as if it was last painted in SAR days.

134. John photographed something special at Danskraal ERS in April 2007. The “Experimental Locomotive” is none other than the 6E1 unit used in the high-speed tests back in 1978 between Westonaria and Midway, when it achieved a world speed record for the 3ft 6in gauge – 245 kmh! By now she had lost the nose-cone that was used for the high-speed tests.

135. When the late Roger Perry passed on I was fortunate to acquire several of Roger’s small B&W negatives of which many were taken at Ladysmith. This shows a pair of 1Es coupling-up to the head of a passenger train. Unfortunately, no information came with the negatives, but the subject matter suggests the early post-WW2 period.

136. Heavy-haul pre Richards Bay style: three 1Es leaving Ladysmith southbound for Durban with what looks like export coal c 1947.

137. We have seen class 3Es working briefly in Natal – here, Roger caught a very new-looking 3E coupling-up to a north-bound passenger train at Ladysmith c 1947

138. This is a very interesting shot of Roger’s, taken at Ladysmith where he photographed the magnificent twin diner 219/276 PROTEA. Roger told me that when he took this photo, PROTEA was finished in the 1947 Pilot Train’s livery of chocolate and cream, which is evident here. The train standing at Ladysmith in Roger’s photo was not the Orange Express – that train, in both directions, passed through Ladysmith in darkness.

Charles Parry comments:

"This is train 522 after one night spent on the train as it left Durban at 4.20am, and another night before reaching Johannesburg at 6.15am next day. (my family used it in July 1945)".

139. Roger took a second shot of PROTEA and her kitchen car because he had more than a casual interest in dining cars on the SAR. The standard livery for passenger stock at this time was Imperial Brown – hence the notable livery of PROTEA in the consist. It should also be noted that the livery on PROTEA and the rest of the Orange Express coaching stock was soon changed to “Indian Red” and cream. The Indian Red was a beautiful “port wine red”. This livery was destined to become the standard livery for all main line stock on the SAR but the change of Government in 1948, put paid to that idea – only the Orange Express carried the red and cream livery with the remaining main line stock retaining Imperial Brown until 1960 when “Gulf Red” and “Quaker Grey” was adopted for all passenger stock. During this time the Blue Train was not affected.

140. In earlier years class ES shunters always associated with Natal. It was only in the post-WW2 era that new orders for these electric shunters saw their spread to the Transvaal. Here is Roger’s shot of one of the earlier units at Danskraal, Ladysmith. The ERS can just be seen on the extreme right of the photo.

141. A 1E (minus its front pantograph) with a string of empties passing the Ladysmith South signal cabin.

142. Roger captured the expanse of the very large marshalling yard at Danskraal, Ladysmith. Another ES unit is partially hidden behind the shunt signal in the “off’ position.

143. A more-distant photo of Danskraal, Ladysmith, forms the penultimate Roger Perry image of this set. In the middle-distance, one can see the saw-tooth roof of the Danskraal ERS.

144. Roger’s final shot in this chapter shows 1E units hauling a passenger train near Ladysmith. The driver can be seen raising his hand in a greeting to Roger as he passes by.

145. Charles Parry describes his photo thus: "This is the same DLS that we (me, son Ian who builds gauge 0 model SAR narrow gauge trains for his garden railway including Etiro, and a friend of his) boarded at Mooi River. Disembarking at Ladysmith, we managed to go up the line and take this picture from the main road bridge. DLS is being taken from line 1 to line 2. A couple of hours later we took the down DLS back; a good day out."

146. CLASS 25NC No 3401 COMMEMORATIVE TRAIN, 1986: On the occasion of the centenary of the opening of the railway from Pietermaritzburg to Ladysmith, South African Transport Services (SATS) operated a commemorative train, hauled by class leader 3401 ‘Bethlehem’ between Ladysmith and Colenso on 21 June 1986. Was this the first occasion that a class 25NC ventured onto the Natal Main Line? As there were no turning facilities at Colenso, the locomotive travelled tender first to Colenso.

Bruno's map should be studied in conjunction with images 147 to 150 below.

147. The ‘zig-zag’ between Brakwal and Van Reenen was NGR assistant engineer Fawcus’s innovative solution to the problem of gaining height to get the rails up to the continental divide. Three reverses* on a gradient of 1 in 30 were incorporated in the 8¼ miles of line between Brakwal Neck and Van Reenen to overcome a climb 883 ft. Setting out of this difficult section was completed in April 1890 and opened to passenger, parcel and mail traffic to Van Reenen on 19 November 1891. The reverses remained in use for 30 years before the increasing length of both freight and passenger trains and the operational awkwardness of having to divide trains and having to re-assemble them at the top and bottom points made their replacement a priority. Not only one but two modifications to the alignment were needed to cope with the tonnages carried: the first made in 1925 involved joining the ends of reverses 1 and 2 to form a continuous line. This arrangement, in turn, was replaced in 1961 with the construction of some 10 miles of new track which threads itself through 10 tunnels and embodies a complete corkscrew turn within an elaborate ‘figure 8’ alignment.

* In E D Campbell’s book ‘The Birth and Development of the Natal Railways’, page 128, the following is stated: “there was one reversing station on this section, namely, between Brakwal and Van Reenen. Subsequently, a second reverse was added. These reverses were necessary to overcome the steep ascent of the Drakensberg range”. A plan found at SAR’s Land Survey office in Pietermaritzburg in the 1970s, however, shows the layout with three reverses approved and signed in 1891 by M W Carr, NGR’s Chief Engineer.

NATAL GOVERNMENT RAILWAYS

No. 15

GENERAL APPENDIX TO THE WORKING TIME TABLE

January 1st 1905

Until further notice

LXXXVI

REVERSING STATIONS 220¾, 221¼, 221¾ MILES NUMBERED 1, 2 AND 3 RESPECTIVELY,

ORANGE RIVER COLONY LINE.

At these stations (which are attended by a European Pointsman, who will travel by train or on foot between the respective Stations as the circumstances of the traffic may require), all trains will have to reverse and the mode of working will be as follows:

1. Each train will shunt its brake van at No.1 Reversing Station, where also the engine will run around the train. Between Nos. 2 and 3 Reversing Stations, the engine will propel its train at a speed not exceeding ten miles an hour, during daylight only.

2. The guard will, according to rule, travel in the brake van and keep a strict lookout.

3. All trains approaching either reversing station must, in absence of hand signal from pointsman, come to a dead stand clear of the facing points, and there remain until the pointsman in charge has given permission by hand signal to proceed.

4. Safety points have been provided for the protection of No.3 Reversing Station and must be kept constantly closed and locked in proper position – excepting at the moment of being used – to intercept any vehicle which may break away on the upper side of No.3 Reversing Station. All down trains must, in the absence of hand signal from pointsman, come to a dead stand clear of the safety points, and there remain until the points have been set in position to enable the train to pass over, and permission given by hand signals from pointsman.

5. It will be the duty of the guard of the train to assist the pointsman, by holding the points at the reversing stations when necessary.

(Source: transcribed from NGR WTB No.15, 1905, pages 121 & 122)

148. Another of those SAR Publicity & Travel Department’s tourist trains gingerly descending the 1/30 of Van Reenen’s Pass. This time it is a post-WW2 photo probably taken in the 1950s. The train is being worked by three active 1Es plus a fourth 1E with pantos down – suggesting that the trailing unit had failed. Note the old Van Reenens Pass road (before it was widened and became the N3). The fact that it is a paved highway indicates that the photo is post 1958 for the road was still unsurfaced then.

149. Dick’s shot shows the tour train "Southern Cross Mountaineer" on the Van Reenen’s Pass viaduct between tunnels 1 and 2 on 20 July 1998. He adds that that the 25NC really struggled with this heavy train on the 1/50 compensated gradient of the 1961 re-alignment (please refer to Bruno's map between photos 149 and 150).

150. The second of Dick's lovely shots of 25NC No.3410 working the “Southern Cross Mountaineer” over the section Ladysmith – Bethlehem on 20 July 1998. Dick advises that this one was taken between tunnels 4 and 5 near the summit of the pass.

151. A fine portrait by Frank Holland of a 15B and its train in Van Reenen station, the masts indicating that this was on the eve of electrification from Ladysmith to Harrismith, completed in February 1935. We are not sure when the 15Bs arrived at Ladysmith, it might even have been straight after their delivery from Montreal Locomotive Works in 1918/19. We do know, however that during the twenties and thirties they were the mainstay motive power over Van Reenens Pass and onward to Harrismith.

152. This charming undated photo of Van Reenen Station was found among the photographs of the Chandler Family album. It shows the typical NGR timber and corrugated-iron station building with some colonials 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 located across the border in the Free State – re-sited when the track was realigned in the early 1960s.

That completes this chapter, we hope you enjoyed the ride from Pietermaritzburg to Van Reenen as well as the branches. My next chapter covers from Ladysmith to Volksrust as well as the branch line from Newcastle to Utrecht.

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