Part 18: The Natal South Coast (1): Durban to Ilfracombe 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.

NATAL SYSTEM

In similar fashion to the North Coast, the South Coast line has generated a veritable flood of photos which has resulted in this chapter being split into three Parts. First, we cover the section from Booth Junction to Ilfracombe which is just short of Umkomaas.

My co-compiler Bruno Martin provides the historical background to this interesting line as well as details of the numerous new concrete bridges that replaced the original screw-pile cast-iron structures provided when the line was originally built. Bruno has, as usual, provided all the maps – thanks Bruno!

Yet again, special mention must be made of the mammoth contribution by Ashley Peter in not only providing a comprehensive set of photographs by the Late Brian Couzens but also providing very interesting and informative captions to go with Brian’s photos as well as the CTC installations in Durban.

Our colleague Charlie Lewis also needs special mention in that he handles the final preparation of the photos which involves photoshopping many of the images. Thanks, Charlie, for your sterling work in this regard. Thanks, as usual are also due to Andrew Deacon for formatting the chapter and Charlie for posting it.

A fair measure of repetition will be noted in terms of photo location – especially in scenic views of, for example, the concrete railway bridge at Umgababa. While these views might appear repetitive, the trains represent different periods over several years; from steam-hauled rakes of suburban and hand-me-down main-line coaches to electric unit-hauled stock and still later, the use of EMU sets. Also included, are similar photos by different photographers which allows for interesting comparisons to be made between two versions of the same scene or different approaches to photographing trains in each area.

Special Note: Some of the Brian Couzens photos have deteriorated due to years of exposure to the climate in Durban. We therefore ask for your forbearance because the historical value of such images outweighs the alternative of discarding them.

ENGINE POWER IN USE OVER THE YEARS

Information on engine power used on the South Coast line pre-Union is difficult to come by but it is safe to assume that NGR tank engines were employed in the early years. If anybody can provide details of the engines used pre-Union, I will gladly add the information to this section. I will pick up the motive power story in 1915 when CME D.A.Hendrie designed a 4-6-4 tank engine for specific use on this line. Six engines with a wheel arrangement of 4-6-4 were ordered and built by Nasmyth Wilson & Company, of Manchester, UK. They were Class J numbered 341 – 346 in SAR service. In his series “The Locomotive in South Africa”, Theo Espitalier tells us they were used as “double-enders” due to the limited turning facilities down the coast. However, due increasing loads, they were soon not coping with the traffic offering and they were sent to shunt in Durban Harbour before 4 of them were transferred to Mossel Bay. The remaining two were sold to mines on the Rand with the final survivor still working on the East Daggafontein Mine in June 1961 when I photographed her on the mine property!

In 1921 the original class GB Garratt No.2166 was placed in service on this line and it proved to be an immediate success. A second batch of GB Garratts (No's 2160-2165) that embodied slight improvements was placed in service in 1924 but here a discrepancy crops up: Holland, in his book claims that they were also for the South Coast line but Espitalier, who had written on this subject some years earlier, maintains that they first went to work in the Eastern Cape – particularly on the Aliwal North and Port Alfred branch lines. All the GBs certainly ended up working the Aliwal North – Barkly East branch for the major part of their working lives.

On the strength of the success of the GBs, Hendrie's successor, Colonel Collins, prepared specifications for a heavier version, class GC No's 2180-2185, for service on various branch lines in Natal. Then in 1927 a further improvement on the class GC – classified GCA - was placed in traffic in two batches supplied by Fried. Krupp AG in Germany. The first batch, No's 2190-2202, all went to the South Coast line. The second batch was distributed on branch lines on various Systems of the SAR. The highly successful GCAs became real stalwarts on the South Coast. Complying with all the weight restrictions imposed by the permanent way (45lb rail) and bridges (screw-piled into mud), they ruled the roost on that section for many years. Even after those restrictions had been removed they they survived the upgrading of the track to main-line standards and the replacement of the original bridges by much more substantial concrete structures which in later years allowed for the use of heavier locomotives like the class GF and GEA Garratts. Further new bridges (refer to Bruno’s history below) finally allowed veteran main line engines to work down the coast. This resulted in 14R and 16CR engines taking over the passenger services with even the odd appearance of a 15CA or CB.

Regarding electric traction, the photos that follow, will illustrate the types of unit employed, culminating in the use of EMUs – Electric Multiple Unit suburban train sets.

In the two photo collages below, we see the steam locomotive classes in use prior to electrification.

BUFFET SERVICE

The South Coast line actually boasted a buffet service on the semi-fast train from Durban to Port Shepstone that departed Durban at 10am. The buffet car was a modern single coach – the only one of its type and named “Voortrekker”. This service started in 1948, was eventually discontinued in 1957 due to the lack of public support. She was then transferred to the Catering Manager, Johannesburg where she sat idle until conversion to a lounge car, type B5 no.698 in 1961. Below – a photo of her in service on the Port Shepstone train, waiting for departure from Durban at 10am. This departure time was chosen to provide a suitable connection for those passengers arriving on the fast-overnight service from Johannesburg that was booked to arrive conveniently at 9am.

ACKNOWLEDGEMENTS

The following photographers and colleagues (in no particular order) contributed photos to this chapter – all three parts:

Peter Stow; Late Brian Couzens via Ashley Peter – RSSA Durban; Charlie Lewis; Bruno Martin; THL via Greg Hart; Charles Parry; Harry Ostrofsky; Eugene Armer; the late A.E.Durrant via THL; the late D.E.Baker via Charlie Lewis; the late G.Findlay via Charlie Lewis; Local History Museum Durban via Bruno Martin; THL; Newman-Art-Publishing Co via Bruno Martin; Glen Mills; Mervyn Tunmer and Roger M.Perry via Les Pivnic; Les Pivnic – own photos; Sandy Buchanan.

NATAL SOUTH COAST LINE HISTORY

Researched and compiled by Bruno Martin

SOUTH COAST JUNCTION (ROSSBURGH) TO ISIPINGO

The 7¼-mile branch from South Coast Junction (Rossburgh) to Isipingo formed the first instalment of the Natal South Coast Line*. It was opened to traffic on 15 January 1880¹. The bridge over the flood plain of the Umlaas River, located 4 miles 3700ft from the junction with the Natal Main Line, comprised twenty-nine 40ft long lattice girder spans on screw piles.

*The Natal Government Railways (NGR) were constituted under Law 4 of 1875 which provided for the construction of 105 miles of 3ft 6in gauge railways, comprising a 78-mile section of main line from Durban to Pietermaritzburg; a 19·75-mile extension from the terminus at Umgeni to Verulam in the north and a 7·25-mile branch to the south from South Coast Junction (Rossburgh) to Isipingo.

For the first 12½ miles, from South Coast Junction (Rossburgh) to Amanzimtoti, the Natal South Coast Line runs a short distance inland but thereafter hugs the seashore for remaining 61½ miles from Amanzimtoti to Port Shepstone². The alignment is intersected by numerous rivers requiring 38 bridges ranging in length from 80ft to 1160ft – most were of the ‘screw pile’ design on the original alignment. At the larger river crossings such as at the Umkomaas, Umzinto, Ifafa and Umzimkulu, the original line turned inland to make the crossing a short distance upstream from the river mouth.

The Natal South Coast sugar industry played a major role in the development of the railway which in turn was vital in providing a service to and from the sugar mills located at Isipingo, Illovo, Renishaw, Esperanza and Sezela. There was also a sugar mill on the south bank of the Umzimkulu near Port Shepstone but this mill had no direct link to the railway. A network of six cane tramway systems and two SAR narrow gauge lines also played an important part in the transport chain.

From 1919 to 1960, the spindly screw pile bridges were progressively replaced with substantial concrete structures³. At the same time sections of the alignment were straightened which over time shortened the distance from Durban to Port Shepstone by six miles.

ISIPINGO TO PARK RYNIE

The Engineer in Chief’s Report for 1894/95 refers to South Coast Extension as a low-cost line from Isipingo to Umzinto which was surveyed between July 1894 and March 1895. Mentioned in the report, is a preliminary survey for a private company⁴ carried out by Carl Hall, who was appointed to take charge of the new survey. Tenders were called in April 1895 to build a line from Isipingo to a point near Park Rynie. Instead of going around the ridge near the mouth of the Umbogintwini River, a deviation on a more direct route⁵ over the ridge to Amanzimtoti was surveyed before the contract was let. The £93 000 lump sum contract was awarded to Messrs Middleton Bros, a construction company described as having ‘Canadian Railway building experience’. In July 1895, the appointment of W H Cobley as NGR Resident Engineer coincided with work starting on the 19½-mile section from Isipingo to the Umkomaas River, the second largest river on the Natal South Coast. By early December 1896, construction of the line had reached the north bank of the Umkomaas River. Temporary deviations were in place at river crossings and low-level trestle bridges erected across the Isipingo, Umbogintwini and Amanzimtoti Rivers to allow construction trains to pass. Ironwork for the permanent bridge structures was stockpiled at the sites and progressively erected. A restricted service for the transportation of sugar from the Umzinto Sugar Estate was opened to Drift Halt on the north bank of the Umkomaas River on 6 December 1896 and made available for all traffic from 23 February 1897 ⁶.

At the beginning of 1897, the earthworks and masonry were completed over the entire length from Isipingo to Park Rynie and eight of the twelve bridges were in place. Crossing the Umkomaas River required a substantial bridge: construction of the 825ft-long structure was started in early 1897, but progress was slow and it was not until 22 September that year when the first train was able to cross over to the south bank. On 23 July authority was granted for Messrs Middleton Bros to build a 1¾-mile extension to Park Rynie – the original contract only specified “to a point near Park Rynie”. Work on the extension started on 1 September and track laying reached Park Rynie on 16 October. This section became fully operational on 1 December 1897. The journey from Durban to Park Rynie, which previously had taken up to 6 days by ox-wagon, now only took 4 hours by train.

Between Isipingo and Park Rynie, there were 12 river crossings totalling 3445ft of bridging. Following an exceptionally severe storm on 20 March 1897, a quantity of rough stone was placed around the bases of several bridges to form a protective barrier stemming sand from being scoured from the abutments.

The bridges at Amanzimtoti, Umzimbazi, Umgababa and Ingwani were subsequently lengthened by two spans of 20ft at each end carried on cast-iron columns and decked by girders formed out of spare steel piles of girder section obtained from the Harbour Department.

The Isipingo River had concrete abutments and the remainder were carried on piers each consisting of two cast iron screw piles, 12 inches in diameter, except at the Umkomaas, where each pier consisted of a group of four columns, protected by a timber starling, or cut-water, on the upstream side.

STATIONS AND STOPPING PLACES – 1897 (distance from Isipingo)

Amanzimtoti 6¼ miles; Illovo River 10½ miles; Illovo Beach 12¼ miles; Umgababa Tank 14¼ miles; Lower Umkomaas 19½ miles; Crook’s siding (Renishaw Halt) 25¾ miles; Scottsburg 26¾ miles; Park Rynie 29¼ miles. (NGR Engineer in Chief’s Report for 1897, p. C 40)

PARK RYNIE TO UMZINTO

Early in July 1896, a survey party under the supervision of W Brockbank was dispatched to investigate the various route options to serve the sugar mill at Esperanza and to connect Umzinto, a well-established ‘scattered’ village in the centre of the sugar-producing region, with a connection to the railway to be built along the coast. It was decided to adopt a route running up the valley of the Umzinto and Sangamane Rivers from a junction formed at mile peg 44. Plans were accordingly drawn and an estimate of cost prepared and presented to Parliament on 14 April 1897.

There was uproar among the residents of Umzinto when they learned in 1896 that they were going to be on a branch of the South Coast Line having assumed that due to the importance of Umzinto the line should not bypass the village. An urgent meeting of burgesses was called at which they demanded that the railway passes through their town but it was to no avail, the residents’ appeals were not heeded.

The contract for pegging out of the 6½-mile Umzinto branch was awarded to W Brockbank on 23 January 1899. Although the fieldwork was completed in May, it was not until July that all the plans and sections were submitted. A maximum grade of 1 in 60 was adopted far as Umzinto Drift, thereafter 1 in 40 compensated between the drift and the village.

As soon as sufficient length of the line was pegged out, tenders for earthworks and concrete bridge piers and culverts were advertised. The tender of R S W Barnes was accepted on 24 March 1899. A H Guy’s contract for tracklaying saw the rails reach a point located some 2¼ miles from Umzinto Junction by the end of 1899.

With the earthworks, culverts completed, the rails reached Umzinto Station during May 1900. A weekly public service started on 17 June. At Esperanza Station, sidings were provided for the newly opened Reynolds Brothers Sugar Mill. In 1908, Esperanza became the southern terminus of the 2ft gauge line to Donnybrook.

KELSO JUNCTION TO PORT SHEPSTONE

Following the completion of the survey of the Umzinto branch in September 1896, Brockbank’s party continued the survey for the remaining section towards Port Shepstone. A second party led by G R Holgate started work from the Port Shepstone end on 19 January 1897 to work their way northwards until they met up with the first party. After this survey was completed for the 36½ miles of line from Park Rynie to Port Shepstone, final plans, sections and quantities were submitted on 31 March 1897. The estimates provided for a ‘light line of cheap construction’, adopting a ruling gradient of 1 in 50 compensated for curves of 500 ft minimum radius. Cost-cutting measures included minimal earthworks, lightly laid track with a speed limit of 25 mph.

The contract for plate-laying, ballasting and erection of temporary bridges was awarded to A H Guy in June 1899. At the end of the year, the rails had been laid to Isesela, 7¾ miles from Park Rynie, and a portion of the line was ballasted. The permanent way consisted of second-hand 61lb/yd rails released from the main line, laid partly on second-hand sleepers and new Karri and Jarrah sleepers imported from Australia. Coarse sand from the beach which was of sufficient weight not to be blown away by the prevailing winds was used for ballast. Temporary bridges, generally built from blue gum timber piles, were erected at Umtytuan Spruit, Umzimai, Umzinto, Incomba, Incombane and Sezela rivers. Once a sufficient stock of material was delivered from England, the contract for the erection of part of the bridgework was awarded to Messers Guy and Holbrook in August 1899 for the following bridges: Umtytuan Spruit, Abram’s Spruit, Umzimai, Umzinto and Incomba. In many cases, it was necessary to dredge out the core to get the screw piles down to a safe depth in the riverbeds.

The following names were proposed for the stations and stopping places (distance from Park Rynie):

Umzinto Junction (later Alexandra Junction, Kelso Junction) 3¾ miles; Sesela (Isesela) 7¾ miles; Umtwalumi 15½ miles; Umzumbi 26¾ miles; North Shepstone 36½ miles.

(NGR Engineer in Chief’s Report for 1899, p.11 C)

By June 1900, construction of the earthworks and culverts were practically completed to North Shepstone. Because of the 24 bridges needed from Park Rynie to the north bank of the Umzimkulu, temporary timber trestles were built across the rivers to allow construction trains to move materials forward and were not held up waiting for the components of the screw pile bridges to arrive from England. The demands of the military⁷ on the availability of motive power and the difficulty of obtaining second-hand rails released from the main line considerably hindered the progress of construction. At the time, the motive power on this line and the Umzinto Branch was generally limited to one small locomotive purchased from the NGR by Mr Guy, the contractor, at the beginning of the work, which was used for hauling wagons for track-laying and ballasting. Besides doing his work with it, the NGR’s Construction Department had to make use of it for running forward its bridge material and as it was frequently working night and day additional labourers had to be employed.

A temporary formation was built across the sandbar at the mouth of the Ifafa River so that rails and bridge-building material could be moved on. Umtwalumi was reached on 30 June 1900. Arrangements were made to run a special train service on Sundays between Park Rynie and Umtwalumi to transport goods over the unfinished sections. A double opening followed on 8 August, when the section from Park Rynie to Umtwalumi and the branch from Umzinto Junction to Umzinto were taken into use. The rails reached Umzumbi on 19 January 1900 and North Shepstone on 23 April. A weekend freight service began operating between Umzumbi and the terminus on the north bank of the Umzimkulu from the 27 April. Several temporary river crossings had to be negotiated, including three channels of the Umzumbi Lagoon, until June when all the permanent bridges were finally in place. On the 36½ miles from Park Rynie to North Shepstone, there were 23 river crossings amounting to 6805ft of bridging. On 26 July 1901, Sir Henry McCallum, the Governor of Natal, officially opened the line naming the terminus ‘North Shepstone’. Freight and passenger services commenced the next day. From a small landing stage, the Public Works Department ferried passengers and freight across to the south bank of the Umzimkulu River. Port Shepstone was the river port on the south bank and South Shepstone, the town on the bluff founded in 1867.

Construction of a harbour at the mouth of the Umzimkulu River started in 1879 intending to establish a second harbour for Natal. In 1905/06 the training wall was extended by 900ft to deepen the harbour entrance but the intended result was not achieved. It only occasionally made the entrance channel safe for small craft to enter or leave the river. Dredging the river mouth to keep it open to shipping proved too much of a daunting task and the harbour was closed after the opening of the railway to Port Shepstone. By then the railway had established itself as a more efficient and reliable form of transport for conveying produce to and from Durban.

THE ALFRED COUNTY RAILWAY

In 1866, the area to the south of the Umzimkulu River to the Umtamvuna River and the land to west bordered by the Ingele Mountains labelled on early maps as “No Man’s Land” was annexed by the Colony of Natal and named Alfred County after Prince Alfred, the younger son of Queen Victoria.

The extension of the railway from North Shepstone to Ingeli Poort was surveyed as one of the proposed routes to the Cape Colony border in 1899. By adopting a ruling gradient of 1 in 30 with 300ft minimum radius curves, the length of the line was to have been 85½ miles.

From a point near the terminus at North Shepstone, the construction of a 6½-mile extension southwards along the coast was authorized under Natal Act No.46 of 1903 which entailed building four bridges: the longest being the bridge to cross the Umzimkulu River comprising 17 spans of 60ft plate girders, carried on 17 piers of four 15in-diameter screw piles with an extra pile in the deepest part of the channel, one concrete pier on the south side and one span of 25ft over the wagon road with concrete abutments⁸. The bridge over the Umbango comprising three 30ft spans on concrete piers; the bridge over the Iboboya comprising six 30ft spans on concrete piers and the Izotsha comprising eight 30ft spans supported by 16 screw piles and concrete abutments at each end.

The tender of Messrs Guy & Holbrook was accepted on 2 April 1906 for building the bridge over the Umzimkulu at ‘Bisset’s Rock’ a short distance upstream from the ferry. A temporary trestle bridge was completed by the end of June to allow work trains to convey building material while the screw pile bridge was being erected. A hand-operated mobile crane was used to lift the screw piles into position whilst a steam-driven winch on the north bank of the river provided the motive power for the capstan to drive the piles into the riverbed. By the end of September, the screw piles were in position and at year’s end, the iron girders were in place. The Umzimkulu bridge was designed to carry both road and rail traffic and was ready to take road vehicles by May 1907. There was also a pedestrian walkway on the upstream side of the structure. On 2 September 1907, the 2½ mile section from the north bank of the Umzimkulu River across the bridge to South Shepstone (later Port Shepstone) was opened to traffic. Watchmen with flags were placed on duty at either end to close the bridge to motorists giving rail traffic a clear way to cross.

With the completion of the railway to Port Shepstone, the temporary North Shepstone station was abandoned and St Faith’s Stopping Place nearby renamed ‘North Shepstone Stopping Place’. At the same time, South Shepstone was renamed Port Shepstone and a new halt, ‘South Wharf Stopping Place’, opened in the lower port yard with sidings and facilities to deal with river-borne traffic.

Construction of the earthworks and track laying of the 4-mile section to Beach Terminus was carried out departmentally and handed over for maintenance on 9 December 1907. A survey was done for a further 3·6-mile extension with a maximum grade of 1 in 33 compensated with curves of 400 ft minimum radius to Marburg Commonage, but its construction was not authorized.

It was not until the end of September 1909, that the construction of a 20¾-mile extension from Beach Terminus to Murchison Flats was authorized by the Natal Colonial Parliament (Natal Act No.6 of 1909) as a 2ft gauge line. Consequently, the standard gauge line already laid from Port Shepstone to Beach Terminus was re-gauged to 2ft.

RECONSTRUCTION

The Natal South Coast Line was built to a lower engineering standard than the Natal Main Line from Durban to Charlestown and Van Reenen. It was tailored to the NGR’s specifications of a ‘light line’ which was considered adequate at the time to serve the interests of the emerging sugar cane industry. Gradients and curves closely followed the contours of the ground to lighten the works; bridges and culverts were constructed in the cheapest manner possible. A ruling gradient of 1 in 30 compensated for curvature, with a minimum radius of 300 feet, was adopted between Isipingo and Park Rynie but in difficult sections, the grade could be increased to 1 in 25 compensated if found more convenient. Although the section from Park Rynie to North Shepstone was also described as a ‘light line of cheap construction’, a ruling gradient of 1 in 50 with 500ft minimum radius curves was adopted.

Only very basic station facilities were provided and gradually improved as and when the volume of traffic justified the expense. Rails released from the main line (61lb/yd) were re-used and laid on a bed of shallow ballast composed of coarse sand or other material found on site. Locomotives and rolling stock made redundant from the main line were redeployed for branch line working so that no new designs would have to be introduced.

As is the case on the Natal North Coast Line, the South Coast Line is susceptible to seasonal flooding; consequently, the lightly-built formation, bridges and culverts were frequently affected by flood damage and landslides.

A programme of improvements for upgrading the line saw the progressive replacement of screw-pile bridges with reinforced concrete structures, improvements to alignment and relaying with heavier rails. Rail traffic on the Durban-Umkomaas section was steadily increasing in volume, partly by demand for improved travel facilities to the closely-spaced seaside resorts.

The Umhlatuzana (Mhlathuzana) River screw-pile bridge at milepost 6 was replaced with a double-track bridge in 1919 while the Umbogintwini (Mbokodweni) bridge at milepost 12¾ was strengthened and lengthened. During the floods of 1917-18, the original screw-pile bridges at the Illovo and Umpambinyoni (Mphambanyoni) Rivers were washed away and were replaced with temporary pile bridges.

The Indisingane (Mdazingane) bridge near Bazley was replaced before the start of World War 2 together with a deviation to eliminate the sharp curves on the approaches³. In 1946 work started on the bridge over the Umtytuan Spruit and the deviation of the line at 40 miles 20 chains (near Park Rynie). The deviation and bridge were reported as completed in the 1947 General Manager’s Annual Report. The doubling of the line from Isipingo to Umbogintwini was sanctioned in 1947.

The old bridge over the Umkomaas River was the last weak link preventing the use of heavier and more powerful locomotives between Durban and Umkomaas. Placing the new bridge at the river mouth presented many constructional challenges: the bridge consists of nine concrete spans of the simple supported tee-beam type, each of which is 75ft in length. Supporting the deck are solid concrete piers, 81ft from centre to centre, carried on reinforced concrete cylinders 14ft diameter external and 10ft internal sunk to the rock on the riverbed. The Umkomaas bridge is 730ft long with a total deck width of 60ft 6in, with a space wide enough to accommodate a double-track railway 28ft 3in, the 22ft-wide main road and two pedestrian walks occupying a width of 10ft 3in. The bridge was officially opened on 20 July 1948 by the Administrator of Natal, D G Shepstone.

In 1950, an amount of £21 748 was sanctioned for the replacement of the bridge over the Inkomba (Inkombo) River (North of Pennington) and deviation. Work on the Intshambili (Ntshambili) bridge between Umzumbe and Melville was nearing completion in 1950.

Rossburgh – Clairwood quadrupling was carried out during 1964 - 1970; doubling from Clairwood to Isipingo was completed in 1951 and extended to Umbogintwini by 1957. The £73 000 sanctioned for track improvements for 1953 included the replacement bridge over the Ifafa (Fafa) River and a deviation between 51 miles 37 chains and 52 miles 10 chains (between Mfazazana and Hibberdene) and £36 100 for the replacement of the Umhlangankulu bridge and deviation between Southport and Sea Park. Construction of the Inkombane (Mkumbane) bridge between Umdoni Park and Sezela, consisting of three forty-foot reinforced-concrete semi-circular arches and deviation was underway in 1953 while work on the Umzimai (Mzimayi) bridge at 63 miles 38 chains (between Hibberdene and Wood Grange), consisting of three sixty-foot reinforced concrete deck spans, was also in progress. The erection of the steelwork for three new one-hundred-and-fifty-foot spans alongside the three existing spans of the Umbogintwini (Mbokodweni) was undertaken departmentally and completed in 1953. The replacement of the Umzumbi (Mzumbe) bridge at 66 miles 23 chains required eleven sixty-foot reinforced-concrete spans on a 1650ft radius curve. All foundations of the piers and abutments are on rock relatively near to the surface. The new Intshambili (Ntshambili), Umhlungwa (Mhlungwa) and Sezela bridges were brought into use during 1953. The new Umzimai (Mzimayi) No.2 bridge and deviation were completed in July 1954. In April 1955, the new Inkombane (Mkumbane) bridge and deviation between Umdoni Park and Sezela was completed. The Umzumbe (Mzumbe) bridge was nearing completion and the Umhlangankulu bridge between Southport and Sea Park was under construction. In 1955 tenders for the construction of a combined road and rail bridge over the Umzimkulu (Mzimkhulu) were received.

During 1957, the new Ifafa River bridge was completed, while the bridges over the Umtentweni (Mtentweni), Amakosi (KwaMakosi), Umfasasaan (Mfazazana) and Indomba (Domba), all of the prestressed-concrete deck beams design, were in the course of construction. Work was progressing on the reinforced-concrete bridges over the Unamfu (Mnamfu) and Ikotshwan (Koshwana) Rivers as well as a large road and rail bridge over the Umzimkulu (Mzimkhulu) at Port Shepstone. A total of forty-three 30ft deck spans from the old bridge over the Umzumbi (Mzumbe) River was dismantled.

Also, in 1957, the prestressed-concrete bridges over the Amakosi (KwaMakosi) and Umfasasaan (Mfazazana) Rivers were completed and work on similar structures over the Umtentweni (Mtentweni) and Indomba (Domba) Rivers was well in hand. Reinforced-concrete bridges were completed over the Unamfu (Mnamfu) and Ikotswan (Koshwana) Rivers and the construction of similar bridges over the Umzinto (uMuziwezinto), Inkomba (Inkombo) and Uvusi (Mvuzi?) Rivers was commenced. Good progress was maintained on the large reinforced-concrete bridge over the Umzimkulu (Mzimkhulu) River at Port Shepstone designed to carry both the railway line and the National Road on separate parallel decks.

The principal works for which funds were authorized during 1957/58 were: the replacement of the Umtwalumi (Mtwalume) River bridge and deviation; the replacement of the Umzinto (uMuziwezinto) River bridge and deviation; the replacement of the Nousi River (Mvuzi) bridge and deviation between Ifafa and Elysium and the remodelling of the yard at Kelso Junction. The new Umtwalumi (Mtwalume) River bridge was completed in late October 1963. The 15-span reinforced-concrete road and rail bridge over the Umzimkulu (Mzimkhulu) River at Port Shepstone was opened on 24 April 1959 – by a strange quirk of fate the old screw pile bridge, the ‘clickety-clack bridge’*, was washed away just three weeks later.

* “So-called because the deck was constructed of heavy metal plates between the rails to guard against fire from the locomotive cinders and wooden slats made from railway sleepers between the outer edge of the rails and the edge of the bridge. Over the years, the wooden slats which were bolted to the bridge members loosened resulting in a clattering noise when used by road traffic, earning it the name of the clickety-clack bridge”.

(Quoted from Howarth, D, Rails to Port Shepstone, SA RAIL, Vol. 31 No.1, Jan-Feb 1991, pp.26-27.

FLOODING

Flood damage occurred routinely on the South Coast Line and the Umzinto branch from the time these railway lines were opened to traffic. The following summary of some of the more noteworthy events from the 1950s to more recent times to illustrate the extent of damage and disruption caused to the service.

Heavy rain during the night of 3/4 March 1955 caused washaways and landslides at several places between Umkomaas and Port Shepstone. Train services beyond Umkomaas were suspended on the evening of 3 March. After the damage was repaired on the section between Umkomaas and Kelso, train services were able to operate to Kelso. Train services through to Port Shepstone were restored on 5 March.

Charles Parry provided the following account:

"The new (present) bridge over the Ifafa River was built right on the shore and a fortnight after its opening in April/May 1957, flood waters washed away the northern approach to the bridge. It was obvious to Mr Lex Crocker, a retired railway man who had been living at Bazley for many years and knew what the river could do when in flood, that the new bridge was far too short. He made the SAR engineer aware of his observations while the new bridge was being built but his advice was ignored. Tragically, on that fateful night in April/May 1957, the cane train which ran every night from Sezela to Melville and back came to grief claiming the lives of both the driver and the fireman. At the time, the old bridge was still intact – it had survived the flood - so it was quickly brought back into use and continued to be used for some years while the length of the new bridge was doubled. I took the pictures on my old Box Brownie camera, no quality for use except to show you the scene a week later, and in July 1960 I crossed the new bridge by train and saw the old one in the process of being dismantled." (Thank you, Charles)

During 16/17 May 1959, what was described as ‘two weather systems colliding’ over the upper reaches of the Umzimkulu basin triggered large-scale flooding which severed rail, road and telephone communications from Durban southwards to Port Edward. The approaches at the northern abutments of the Illovo and the Umkomaas River bridges were washed away. At Scottburgh, the northern approaches of both road and rail bridges were washed away, while at the Mtwalume River, ten 30ft steel spans of the 21-span bridge, with the pile supports were demolished. The combined road and rail north-approach at the Umzumbe River suffered heavy damage behind the abutment of the rail bridge and the seaward wing wall collapsed under the force of the water. Damage to the new bridge over the Umzimkulu River was confined to the pile protection at the north abutment. The floodwaters caused such a deep scour that a portion of the upstream pile wall collapsed and a part of the road bank was eroded.

Repair work started at the Illovo River bridge on 18 May and by 21 May the first material trains had crossed the gap. Thereafter, work proceeded immediately filling the gap at the Umkomaas Bridge. On the morning of 24 May, the line was sufficiently restored to permit an engine to cross. Preliminary work by a bulldozer at the Scottburgh breach had started on 23 May and this work was accelerated from midnight on 24 May after which material trains were able to cross the Umkomaas River. By 29 May, the bank had been sufficiently restored to allow the first train to cross.

At the Mtwalume River, a local contractor was engaged to drive timber piles into the riverbed to support a temporary bridge across the gap. The first of these piles was delivered by road on 26 May. The pile-driving progress was too slow and on 31 May it was decided to bulldoze a low-level causeway downstream of the bridge with a 40ft steel girder in the centre. The line was restored over the causeway by Saturday morning 6 June. The piled bridge was finally completed on 20 June and the flow of traffic restored.

At the Umzumbe River Bridge, the work of restoring the breached north approach was started on 27 May, and the track was supported on two 42ft-steel girders immediately north of the rail-bridge abutment, to prevent the bank fill hampering repairs to the road-bridge abutment. Material trains were first moved over the gap on 4 June. At the Umzimkulu River Bridge, damage to the rail embankment was slight and traffic was able to use the bridge as from 19 May, but as a result of high spring tides, which caused the collapse of the piles on the sea side on 7 June, heavy concrete blocks and stone fill had to be brought in to protect the embankment.

What was described as the worst natural disaster in South Africa’s history occurred during the last week of September 1987. For four days and nights, it rained continuously triggering off ‘Izikhukhula’, the flood of destruction. On the Natal South Coast Line, a waterlogged embankment south of the old Wood Grange Halt collapsed as the daily ‘South Coast Flyer’, a locomotive-hauled suburban service from Durban to Port Shepstone passed over. The first of the two Class 5E1 electric locomotives managed to traverse the embankment unscathed before the second unit was completely swallowed up by a 20-metre wide and 10-metre deep hole which had opened under the track. The first of the following six coaches ran right over this unit, coming to rest with the leading bogie balancing on top of the locomotive. As a result of the sudden stop, the second coach, now travelling at a different level to the first, crashed into it causing the two to concertina together. Amazingly enough, no deaths or injuries resulted in this freakish accident. Extensive damage was caused to the Umzinto branch which was considered no longer financially viable to repair given the minimal amount of traffic it had carried in recent months.

On the night of 10/11 December 2012, there was a massive washaway south of Amanzimtoti when two Class 37 diesel-electric locomotives and one wagon of a timber train derailed and rolled into the Amanzimtoti River.

ELECTRIFICATION

Electrification of the South Coast Line from Clairwood to Port Shepstone was authorized in 1966. Clairwood to Isipingo was opened to electric traction during May 1967, followed by Isipingo to Amanzimtoti in May 1968, Amanzimtoti to Kelso in August 1968. The portion of the line from Kelso to Sezela, including the branch from Kelso to Umzinto, was taken into service on 15 September 1969. The electrification project was completed on 17 November 1970 with the energizing of the last section from Sezela to Port Shepstone.

The last electrically-hauled freight train on the South Coast Line operated on 17 September 2012. From 18 September, all operations between Kelso and Port Shepstone were taken over by diesel-electric locomotives.

Through passenger services from Durban to Port Shepstone were withdrawn during November 1987. Metrorail services terminate at Kelso.

The re-introduction of a Metrorail train service from Durban to Port Shepstone was to have commenced on the weekend of 21 November 2003 but due to ‘technical hitches’ the service was replaced with buses. Trains started running on the weekend of 28 and 30 November but the service failed to attract 320 fare-paying passengers per train to make the service viable. Consequently, the last trains are believed to have run on the weekend of 19 and 21 December. ⁹

On 21 May 1984, the 14,25km long electrified service line from Umtentweni to Simuma was opened to traffic.

FOOTNOTES

¹ Official records give 1 February 1880 as the date of opening.

² Distance from Durban to Port Shepstone in 1907 was 79 miles.

In 1975, the distance from Durban to Port Shepstone was 72 miles 71 chains. The 2006 TFR Rail Network Infrastructure diagram gives the distance from (New) Durban Station to Port Shepstone as 117,95km.

³ Parry, C, More about the bridges of the South Coast, floods, washaways and tragedies, Chronicle KZN Railway History Society, No.33 Dec. 2015, p.6.

⁴ Before the 1894 opening of the Natal Parliament, Frank Reynolds, a member of the Legislative Council published a notice in the Natal Government Gazette announcing his intention to introduce a bill to enable him ‘on behalf of a company to be formed’ to extend the railway line from Isipingo to Umzinto.

⁵ Although the NGR Engineer’s Report states “this being a more direct route, the deviation will prove much easier of maintenance, as it brings the line into the valley between the sea ridge and the back hills” the notorious ‘Umbogintwini Bank’ was a major obstacle until realigned in the early 1930s easing the gradient from 1 in 30 to 1 in 50. The Amanzimtoti-Umbogintwini section was reconstructed in the mid/late 1960s.

⁶ On Monday, 22 February 1897, a special train carrying 60 dignitaries departed from Durban at 07:55 for the north bank of the Umkomaas River.

⁷ Northern Natal was invaded by Boer forces in October 1899 and the war only ended in April 1902.

⁸ Conyngham, R, Umzimkulu River Screw Pile Bridge, Chronicle, KZN Railway History Society, No.32 Dec. 2014, p.1.

⁹ Natal Newsletter No.129, November 2003, p.10.

ORTHOGRAPHIC NOTE:

The original nineteenth and twentieth-century spelling of Zulu names have been retained in the text – in modern orthographic practice river names such as Umlazi have given way to Mlazi, Umbogintwini to Mbokodweni, Umkomaas to Mkhomazi (uMkhomazi), Umzinto (Mzinto) to uMuziwezinto, Umzimkulu to Mzimkhulu, etc.

STATION NAME CHANGES:

Station name changes are notoriously difficult to track down; based on maps and the limited number of timetables I have compiled the following:

South Coast Junction appears to have changed to Rossburgh by 1940†.

Clairmont was replaced with Clairwood after track realignment in the early 1950s. (1:50k 2930DD&2931CC 1956 ED5)

Clairwood South was replaced with Montclair after track realignment in the early 1950s. (1:50k 2930DD&2931CC 1956 ED5)

Reids Siding [Reids] [Umlaas Siding] to Lamontville by 1945*

Re-Union to Reunion by 1945*

10¾ Mile Halt?

Pelgrim appears on the 1982 edition of 1:50k 2930DD&2931CC 1982 ED6

Middleton Halt to Doonside by 1945*

Warner Siding to Warner Beach by 1940*

Winkle Spruit to Winklespruit by 1945*

Lower Umkomaas to Umkomaas by 1945* (Town named South Barrow)

Crook’s Siding to Renishaw by 1945*

Scottsburg appears to have changed to Scottburgh by 1910‡.

Clansthal changed to Claustal (1953 station name changes).

Umzinto Junction; Alexandra Junction on 1905 NGR diagram; Kelso Junction after 1910‡; Kelso by 1947^.

Isesela to Sezela by 1945*

Bazleys to Bazley (1953 station name changes).

Umzumbi changed to Umzumbe (1953 station name changes).

Umtwalumi changed to Mtwalume (1953 station name changes).

When North Shepstone station was abandoned in 1907, St Faith’s stopping place was renamed North Shepstone stopping place.

Sources:

‡ 1910 Standard Railway Map of South Africa

† 1940 Standard Railway Map of South Africa

* 1945 SAR diagram of stations and sidings

^ 1947 Map of South Africa (Trigonometrical Survey Office, Pretoria)

Some river names appearing in the NGR and SAR reports could not be found on the various editions (1942-2004) of the 1:50 000 scale topographic sheets produced by the Government Printer such as Umtytuan Spruit or River (between Park Rynie and Kelso); Abram’s Spruit (near Kelso).

Bruno's detailed maps of the more important river crossings should be referred to in the context of the text and photographs below. This set of maps (and the main map) will be repeated with each segment of the South Coast story.

1. We'll kick-off with this image of the destination board in old Durban Station made on the occasion of the RSSA's excursion to Richmond in April 1974. Note the typical array of services to the South Coast (including Wests). By this time it was all electric all the way to Port Shepstone.

2. That's Rossburgh station in the middle background and the photo was taken from the front passenger brake van of 771-down all-stations Umkomaas - Durban in February 1964. Coming the other way in the lively fashion of the GCAs is an Up goods bound for the South Coast.

The two tracks on the right are the up and down main lines to Cato Ridge and Pietermaritzburg while angling in from the left, just ahead of the 16CR, are the incoming up-and-down lines of the old NGR main line to Cato Ridge via Pinetown (see next photo) and just look at all that business for SAR in the sidings.

3. An Umkomaas semi-fast accelerating away from Rossburgh in February 1964. To the left of the engine you can see the main line to Cato Ridge and Pietermaritzburg ramping up towards the flyover at Booth Junction while the tracks curving away sharply and already high up on the right are the original NGR main line to Pinetown and (eventually) Cato Ridge. By 1970 the main-line flyover (just ahead of the train) had been rebuilt with an additional span to accommodate another pair of tracks to serve the Wests line (see photos 5 & 6).

4. A down local, No 743, the 09:00 Umkomaas - Durban stopper, crosses the Umhlatuzana River in February 1964

5. A Sunday hauler to Umlazi in mid 1969. These workings were spectacular and no mistake. One could travel on them for the price of an ordinary suburban ticket! The Old Main Line (already described - see John Gilberthorpe's vivid account of footplate fireworks in part 4), and the Umlazi line were particularly strenuous, requiring 12 coach sets to be doubleheaded, as with this pair of 14Rs.

6. Right up until the 70s SAR considered their passengers sufficiently important to provide steam-hauled services when the overhead traction lines required maintenance. This was a Sunday working to the Chatsworth line and the EMUs on this line were made up of 8-coach sets which produced plenty of grunt when restarting from stations - especially on the branch itself which got quite rugged as one progressed inland. The large building on the skyline is the E.R. Carney railway hostel.

7. An Umkomaas working finally breaks free of the Durban suburban catenary at Clairwood South in February 1964.

8. Harry O, who retired as Chief Signals Engineer, tells us: The photos were taken during the construction of the new suburban branch lines south of Durban where they left the main line near Merebank and Reunion, south of Montclair, respectively to Crossmoor and Umlazi. The photos show the laying of the signalling cables in troughs which was a supposedly good idea at the time. Later this turned out to be a nightmare as the Civils (track laying) had no respect for them and would dump concrete sleepers on them during track laying which smashed them. Also, the loose lids made it easy for cable theft, especially after 1994. The lower left photo shows the existing semaphore signal and the future colour light signal to replace it. The lower-middle photo shows the new CTC Control Room under construction. The troughs with the loose lids lying alongside them are clearly seen in Harry’s photos in this collage.

9. In this 2nd collage we see the completed CTC Control Centre and the layout illuminated diagram already installed. In the front of the layout diagram one can see where the control desk would be installed.

10. The Clairwood CTC Control Centre in service. These THL photos were kindly provided by Greg Hart. It is sad to note that a modern CTC Control Centre like this installation at Clairwood was destined for a noticeably short period in service. After only 10 years it would be replaced by a new CTC Control Centre in Durban – Ashley Peter explains:

"Soon after Clairwood CTC came into operation, a major rollout of CTC in the Durban area began, with the 12 storey CTC building incorporated into the new Durban station (on the Umgeni Road-side of what used to be Greyville station). This CTC took over control of the following sections, one by one, in the following approximate order:-

• Durban – Umgeni (but excluding Umgeni station)

• Durban – Dalbridge – Umbilo

• Dalbridge - Maydon Wharf – Rossburgh

• Booth – Pietermaritzburg – Rushbrook

• Pentrich – Mason’s Mill – Napier

• Pietermaritzburg - Victoria

• Umbogintwini – Park Rynie

• Umbilo – Rossburgh – Booth

• Booth – Umbogintwini, including Merebank – Crossmoor and Reunion – Umlazi (Clairwood CTC was then closed)

• Montclair/Clairwood – Wests and the entire Bayhead complex (Bayhead CTC was then closed)

• Briardene – Avoca

• Avoca – Duff’s Road – kwaMashu

• Duff’s Road – Bridge City

• Park Rynie - Kelso

• Phoenix – Stanger

• Booth – Pinetown

I am not sure of the dates of all the above, but the work commenced around 1980, with the most recent addition (Pinetown) having taken place as recently as December 2017. This has meant that there are now only two manned stations left in the whole of KZN (Umgeni and Effingham), both of which would have been incorporated by now, but for the PRASA re-signalling project which overran its contract period and was cancelled. This is currently in the process of being re-advertised.

All the above routes remain under CTC control, but extensive theft and vandalism of signalling equipment on the North Coast (Ottawa – Gledhow), as well as in the Bayhead area, including Jacobs - Wests has meant that trains are largely being authorised by on-board train trunking radios in these sections (with company-provided mobile phones as the back-up means of communication). There are plans afoot to replace the signalling system in the most exposed areas with new, less vulnerable equipment, but this will also mean a lot less signals with reduced route capacity. This equipment will have a lot less copper cable and trackside components, most of the signalling being limited to station areas, where it can be better secured.

Apart from the control by means of colourlight signals of the lines listed above, radio control of the following less intensively operated lines was also brought into Durban CTC:

• Kelso – Port Shepstone

• Umtentweni – Simuma

• Umkomaas – Siding 2156 (SAICCOR)

• Mason’s Mill – Franklin*

• Franklin – Kokstad*

• Franklin – Matatiele*

• Donnybrook Underberg*

• Victoria – Greytown

• Victoria – Willowton

• Schroeders – Bruyn’s Hill*

• Dalton – Jaagbaan

• Jaagbaan – Glenside*

• Chailey – Mount Alida

• Greytown – Kranskop

• Pentrich – Richmond*

* These lines have since been closed to traffic."

Thanks Ashley, for that comprehensive report.

11. The curve to the left onto the bridge over the Umhlatuzana River for south-bound trains was always tight, probably even more so before the new concrete bridge replaced the old steel plated one. The old curves on the southern side were equally as sharp as the line curved first to the left and then to the right to enter the old Clairwood station, with its two low-level platforms connected by way of a footbridge and with the signal cabin on the west side of the double line. Class 1E 95 leading train 762, the 16h05 from Durban to Port Shepstone, will not have to worry about any such curvature on the south side of the bridge as the new Clairwood station was built to the west of the old station, eliminating the curves on the south side of the river but at the same time making accessibility far more difficult for passengers reaching the platforms. Where your photographer could ride his bicycle to the old Clairwood station and lock it to the fence behind the signal cabin before catching a train to town, either from Wests or the South Coast, this was now no longer possible. Note the different designs of cowcatcher on the locomotives. January 1971

12. On Sunday 5 September 1971 a special train, organized by the Natal Branch of the RSSA, was run to Port Shepstone to mark the end of steam to that destination. Just prior to that day, a special trial trip was run by Operating all the way to Port Shepstone to ensure that it was still possible and what hiccups, if any, could be anticipated. Here Class GCA 2623, drafted from Mason’s Mill in Pietermaritzburg, is working the trial trip southbound between Clairwood and Montclair, complete with auxiliary water tank to ensure sufficient water supply as far as Kelso. It is not clear why the GCA is running backwards as on the day of the special trip the locomotive was turned at Port Shepstone. Note the semaphore signals still in operation.

13. When electrification reached Kelso on 3 September 1968, trains to Port Shepstone were generally hauled by class 5E1 locomotives to that point, mostly singly but also in pairs. When electrification to Port Shepstone was introduced on 17 November 1970 these trains were hauled by class 1E’s, either in pairs or sometimes triple headed. On Tuesday 6 April 1971 class 1E’s 99 and 122 are doing the honours on train 734, the 0755 from Durban. During the late ‘60s some class 1E’s were modified to extend their useful lives and the two illustrated here represent the two forms of rebuild. Number 99 leading shows how on some only the drivers cab was widened, being most noticeable if you look at the trailing cab of the locomotive, while on 122 both the drivers and assistants cabs were widened. Umbilo Electric Running Sheds took pride in their passenger locomotives and even on these old class 1E’s note the cleanliness and white-walled tyres. For a while the roofs of the 1E’s were even painted silver but this soon proved impractical.

14. The running of main line trains on the South Coast line from Johannesburg was not unusual as your photographer can recall seeing, as a primary school pupil, main line trains heading north towards Montclair on two consecutive days as seen from the school bus at exactly the same time of day at the same spot. One train had a Wegman diner, which was relatively new at the time, still in Imperial Brown livery with all the blinds pulled down. Here empty coaches, complete with double diner, head south near Clairwood behind class 1E’s 45 and 35 en-route to Port Shepstone to fetch school children who had holidayed on the coast. The Star, a Johannesburg newspaper, had a fund which sponsored such trips for underprivileged children who in many cases had never seen the sea. Date Saturday 17 July 1971

15. Class 1E’s 106 and 109 still in their original “as built” condition cross the Umhlatuzana River as they head south with train 734. In the background is the new (1921) main line to Cato Ridge via Marianhill. The arrival of the type 4M motor coach sets in the early 1960’s and the type 5M2A sliding door sets in the late ‘60’s displaced a large number of the old locomotive hauled coaches, some being scrapped while others were transferred elsewhere. There seemed to be a disproportionate number of brake vans available so many Port Shepstone and Empangeni sets seemed to have some within the consist as well, as seen here with a third brake of type T-24 as the third vehicle. Date: Saturday 13 February 1971.

16. The SAR used to operate many special trains during holiday periods. There was even a special programme produced which showed each special set number, referred to as a block set, and the trains that particular set had to operate over the period. Local block sets were also made up and the Durban area was no exception. Here a Durban block set running as a special to Port Shepstone is crossing the Umhlatuzana River behind two class 5E1’s. The set is made up mainly of type 4M trailers and 110v third class main line coaches were coupled to two trailers each to provide lighting. The leading coach is a 1916 built type N-7 first class brake van, one of two recently transferred from Cape Town to Durban for use on sets to Port Shepstone to replace the type 4M motor coach sets which were becoming too unreliable.

17. Northbound train 0727 is approaching Clairwood. The leading motor coach 7640 was placed in service in 1954 as type L-48-M 8965 as part of the type 1M replacement programme when the voltage in the Cape Town area was changed from 1500v to 3000v DC. When locally built type 5M2A stock was placed in service in Cape Town in the early 1960’s some of the type 4M sets were altered for use in Durban. Number 8965 one of 14 of the 51 type L-48-M’s that was converted to a first and second class and van of type U-19-CM and renumbered 7640. When second class was abolished in the Durban area the type became N-1-CM. Clearly 7640 is just out of workshops after heavy overhaul but it was unlikely it would receive another. December 1979

18. The new Durban station is now open, as illustrated by the fact that the first class accommodation is leading southbound on set M7 with motor coach 7643, now of type N-1-M, leading. The second coach is of special interest, being placed in service in September 1911 as a type L-15 first class coach based on the CSAR design of 1907. After conversion to a first and van by removing the toilets, then a driving trailer for the Reef electrification and finally to a plain trailer, it was now very much back to its original design, except for the toilet which was now added in the middle of the vehicle. This vehicle was 70 years old when this photograph was taken and was probably the oldest electric plain trailer still in service. Date: May 1981

19. Set C21 is heading to Port Shepstone with train 6666 as it leaves Clairwood. Fortunately old Durban station was still operating which allowed for the capturing of this interesting third class motor coach 7623 at the head end. Before conversion of the Cape Town suburban service to 3000v, additional sets were required and four first class of type L-36-M and eight type T-42-M third class and van steel bodied motor coaches were procured in 1939 for this purpose. These became type 1M2 and were similar to the type 2M1 procured for the Reef electrification in that they had timber framed windows (or drop lights in railway parlance). However, whereas those for the Reef had fixed louvres in the corridor past the HT compartment, the 1M2’s had windows as indicated. The remaining seven type T-42-M, after one was destroyed in an accident, had the baggage compartment replaced with extra seating for service in Natal in the early 1960s, as illustrated in the photograph, becoming type S-42-M. Date: December 1978

20. Train 6048 must have been a special to Port Shepstone using special set SP4 to do the honours. It is led by 7615, one of 6 of the 51 L-48-M’s mentioned earlier, which were converted to third class for use in Natal. The train is passing through Clairwood with the E.R Carney Railway Hostel on the hill in the background. A staging yard was built at Clairwood and a number of type 5M2A sets can be seen staged there for the weekend. Date: December 1978

21. Before the arrival of dedicated type 5M2A parcels motor coaches and driving trailers in Durban, the Natal System operated their own version of such a train, here with a modified class 1E and main line baggage van. The van was actually an ex main line coach, either of first class type C-25 or second class type E-13 built after 1951, hence the square clerestory roof ends and still showing the vestibule door recess. These coaches had become redundant owing to the purchase of large numbers of elliptical roof steel coaches. Riding with the van door open was not a good idea, for apart from being dangerous should it strike something next to the track, it was not supported in its frame placing tremendous pressure on the hinges with the bouncing and oscillating of the van. This could weaken the hinges resulting in them breaking with undesirable consequences. July 1981

22. Merebank, January 1963. 16CR 837 with 782-up, the 5.50pm all-stops Durban - Umbogintwini crossing 777-down, the 5.56pm semi-fast from Isipingo to Durban, making the time of the photo about 6.15pm – only possible in midsummer! The 14R at the water tank was either the B16 or B17 Merebank Yard Shunt, one of which was responsible for shunting the 'Top' municipal sidings above Leicester Road, Mobeni, the other the 'Camp' municipal sidings below Leicester Road as well as the Sasko flour mill siding next to Merebank station. Interestingly, although just across the tracks, shunting of the Union Motor Spirit (fuel from sugar cane!) private siding was done by the B11 Racecourse Yard shunt loco. (thank you Ashley Peter).

23. Merebank, 14R 1734 with 775-down ex Port Shepstone, February 1964

24. Merebank. 16CR with a South Coast train, February 1964. The factory behind the locomotive was the Union Motor Spirit (fuel from sugar cane) plant - see caption to photo 21.

25. Your photographer grew up in Durban with a view from his home of about 2km of the line between Montclair and Race Course, the line being partially obstructed in places by factories adjacent to the South Coast Rd. In all the time he lived there he had never seen a class GEA on a passenger train on the South Coast line. There is photographic evidence that they worked suburban and longer distance passenger trains early in their lives on the North Coast and the late Brian Couzens photographed one running past Lords Ground in the early afternoon on its way to Durban with a rather long morning train from Empangeni, probably in the late 60’s. However on a day, probably in 1965, your photographer saw a class GEA with a rake of main line coaches heading south. As has already been mentioned, special main line trains on the South Coast line were not all that uncommon at school holiday times and he can recall a year or two earlier when two such trains ran on the same day, the first double-headed probably with 14R’s (a 14R and 16R combination was also a possibility) and the second following closely behind with probably another 14R. They looked great passing through old Clairwood station heading back north later in the day. Getting back to the GEA, a 2 mile bike ride with geography book for learning between trains and a box camera, the rest of the day was spent waiting for the return working. Finally late in the afternoon she returned hauling her load of 16 coaches, two of which were 110v steel coaches, seen here passing the old Race Course station, with Merebank station just behind. Earthworks were already in progress for the quadrupling of the line in preparation for the new line to Umlazi and the Race Course halt would soon be no more. Just imagine what that GEA must have sounded like climbing Umbogintwini bank southbound with 16 coaches. The class GEA locomotives were the SAR’s first “streamlined” Garratts with curved front water tanks and rear coal bunkers.

26. An unrecorded 16R/CR approaching Montclair with 771-down Illovo Beach-Durban all stations in February 1964.

27. On 5 September, 1971 the Durban branch of RSSA organised a special to Port Shepstone, which was hauled by an old South Coast stalwart, GCA no. 2623. However, the Operating department, already sceptical about the open line capabilities of 50-year-old steam locos, insisted that a test train be run before authorising the special. Thus, several weeks before the special train was booked to run, an unidentified GCA (it could also have been 2623) hauled a water feeder tank and six nondescript empty suburban coaches from Durban to Port Shepstone and return. The test was successful and approval was given for the trip, using a much smarter set of balcony coaches - although a back-up GCA was arranged to follow the special..…just in case! Brian took up position on the Himalayas Road bridge between Merebank and Reunion to photograph the southbound test train.

28. There was much electrification activity throughout Natal during the ‘60s. One such was on the new line to Crossmoor and here we see one of the Wiring Trains returning from a day’s activity on the line heading back to Umbilo passing through Merebank behind a class 14R. These trains were made up of vehicles due for scrapping and here we see in order behind the locomotive an ex type K-29 number 4162, placed in service in December 1914, one of 23 of its type built and which was renumbered into the non-revenue number series as 14030 at Bloemfontein in July 1970. It was scrapped in Durban in June 1977. The second vehicle appears to be an ex CGR 8 compartment second class suburban side door coach but its identity has not been established. Note the pantograph mounted on this vehicle. The third vehicle is ex CGR first class main line saloon of type C-9 number 483 placed in service in March 1904. It was later converted to a composite 1st- and 2nd-class coach of type D-38-C and was finally renumbered 14016 as it entered non-revenue service, being scrapped in Durban in November 1982.

29. In 1966 the SAR was busy building what would become a high-intensity commuter line into the still developing African township of Umlazi, south of Durban. The 10km double line technically branched off the South Coast line at Reunion, but in reality had its own dedicated double track route all the way from Umgeni, 5½km north of Durban station. Although this line was operated with electric multiple unit sets from inception, Greyville provided the motive power for all the construction trains. Here, about six months before the official December 1966 opening of the line, we see 14R 1702 on an overhead electrical works train busy attaching crossbeams to the masts outside Reunion station. The South Coast lines can be seen leading away to the right of the photo, and close scrutiny of the top right-hand corner will reveal part of Durban’s Louis Botha International Airport, which sadly closed in 2010.

31. The official withdrawal of the almost 75-year-old Class H2s from the Bluff Coaling Appliance shunts at Wests in 1975 led to the local RSSA branch organising a special train on the afternoon of Saturday, 22 November 1975. Class H2 no. 329 “Moby” hauled the train on a roughly triangular route from Durban to Wests to Isipingo and then back to Durban. As illustrated here, the watering arrangements at the industrial suburb of Isipingo were somewhat inadequate, to say the least, resulting in some delay of the final leg of the journey, from Isipingo to Durban. One can only wonder what the fireman, the much-revered John Gilberthorpe, thought of these arrangements..…! Whilst most of the H2s had been withdrawn from service by this time, one or two were retained for shed pilot duties at Greyville until its final closure in September 1976.

32. Up and down Port Shepstone trains crossing just south of Isipingo in January 1963. Until the early sixties, between Isipingo and the Umbogintwini River at the foot of the notorious bank was still sugar-cane country criss-crossed by 2ft-gauge tramways. On the hillside you can clearly see the route of a tramway leading up to a reversing station to surmount the hill. We are speculating here, but the severe carving of the hill might have been something to do with the lengthening of the runways at Louis Botha airport carried out at this time in order to make take-offs for the new Boeing 707s safer.

33. We have just crossed the Umbog River and our 16R/CR on this Umkomaas train has already knuckled down on the 1/50. Not very clear in the photo is that engine's exhaust was rising straight up more than 100 feet. Note the fledgling South Coast freeway behind the trains. October 1959.

33. We are on 771-down all-stations Umkomaas-Durban and its opposite number, 772-up has just shut off for Umbogintwini having surmounted the notorious Umbog bank. A funny thing, but true: once the line was electrified you didn't even notice the bank.

34. Umbogintwini station yard, February 1964. Whether the GEA was on a shipment of rayon from the Saiccor Mill at Umkomaas or a block load of fertilizer from the adjacent factory of AE&CI (on the right of the train) is lost in Charlie's almost non-existent notes.

35. The driver and fireman on GCA 2623 are no doubt breathing sighs of relief having successfully made it up the bank to Umbogintwini, although with a load of only 6 coaches and a water tank it should not have been too difficult. Your photographer recalls a journey he had with a GCA in the early 60’s on a special Sunday School Picnic train with 11 coaches, including an ex CSAR Limited Express coach in which he was riding. This was one more than the usual load and the train came down to a walking pace up the Umbogintwini bank, to the extent that the fireman jumped out and ran ahead of the train; throwing sand on the rails to try and prevent the wheels slipping which would have put paid to a successful climb. August 1971

36. Having successfully negotiated Umbogintwini Bank, the GCA hauling the August 1971 test train in photo 25 drifts through Umbogintwini station, about to cross over onto the single line section and then continue braking its train all the way down to sea level at Amanzimtoti, effectively losing all the height gained in the past 2 miles.

A glance at Bruno's map shows the approximate route of the original alignment from Isipingo. It entered Umbogintwini from the west, through the site of what eventually became the AE&CI factory. According to Bruno, the gradients on the original line were 1/30 southbound and 1/32 northbound and these were eased to 1/50 when the deviation opened in 1930.

37. Much later in the day, the auxiliary water tank having been dispensed with after the GCA successfully proved on the outbound journey that it wasn’t necessary, gallops easily through Umbogintwini with just the six suburban coaches, heading back to Durban.

38. Belying its heavy load, this Class 14R on train no. 812 (7.22 am South Coast Yard [Maydon Wharf] to Umkomaas) approaches the summit of Umbogintwini Bank with safety valves feathering. The load consists largely of pulpwood destined for the South African Industrial Cellulose Corporation (SAICCOR) siding at Umkomaas, on a Sunday around mid-1967. Although there were some short, steeper gradients south of Kelso, this two-mile bank formed the ruling gradient on the route, determining the maximum load that could be hauled on the line, which for a 14R was 650 tons. The voracious demand for timber at SAICCOR also saw Classes 15CA/B (750 tons) and GEA (920 tons) being used for this traffic.

39. Goods train 812-up has drawn up to the starting signal at Umbogintwini, awaiting access to the single line section to the South, whilst a 16CR which has just exited that section, departs northbound with local No 737-down (8.12 am all stations Illovo Beach to Durban). Most passenger trains travelling to Umkomaas and beyond consisted of eleven coach sets, with eight coach sets used for the shorter Illovo Beach links – but as always there were exceptions… The erection of the overhead electrification masts is already well underway and would shortly see the wires being strung.

40. A Class 16R/CR pauses at Umbogintwini with the Saturday afternoon Durban-bound suburban train 755-down (1.46pm all stations Illovo Beach – Durban). In this early 1966 view the heightening of the platforms (in preparation for the new electric sliding door sets) is largely complete, with electrification about to commence. By this time the Pacifics had been approved to run all the way to Port Shepstone, but were seldom seen beyond Kelso, surprisingly leaving the “express” Port Shepstone links, many of which stopped at only one or two stations out of 26 in the 65km section from Durban to Kelso to the smaller-wheeled 14Rs. Classes 16R/CR were permitted eleven coaches on the South Coast, whilst 14Rs could haul up to twelve.

41. Less than 20 minutes later 757-down arrived, running tender first. During steam days virtually all South Coast passenger trains were specifically scheduled to turn around at Illovo Beach, Umkomaas, Kelso or Port Shepstone, these being the stations with turning facilities and time was of course allowed for this purpose. Train 757 was unique in that it was booked to turn around at Amanzimtoti, so its locomotive had no alternative but to run backwards to Durban. The material for the impending electrification can be seen stacked in the foreground, whilst someone has been careless in leaving those tank wagons foul of the clearance marks in the AECI (African Explosives and Chemical Industries) exchange yard on the right.

42. Train 746-up bound for Port Shepstone threading its way through the builder's rubble behind this high-stepping Pacific with much evidence of construction activity in the foreground – clearly no pesky health and safety demarcation required in the 1960s…....!

43. If Charlie thought that “photting” trains on the North Coast was akin to shooting fish in a barrel, he should have spent a Saturday afternoon at Umbogintwini ..… less than 20 minutes after 758 headed south than 763 (11.43am Port Shepstone – Durban) with a “Striped Tiger” (Class 14R) in front charged through, this express running non-stop from Umkomaas to Rossburgh, then Berea Road. Of interest in the consist is the vintage balcony coach in second position and the 1st-class reserved corridor suburban bringing up third place. This photo was taken about 300m north of the station, as the train was heading down Umbogintwini Bank. Umbogintwini station was a great place to just sit and watch (and listen to!) trains in the steam era, situated as it was at the summit with lengthy 1:50 gradients approaching from both directions – Classes 14s, 16s and especially 15CA/Bs could be heard putting on a tremendous show for several minutes as they blasted loudly up towards the station from either side, finally shutting off in preparation to either stop, or coast on downhill beyond the station.

44. Riding on the coat tails of the express was this GEA with goods train 825-down, usually booked to clear empties from Sezela but on this occasion hauling what appears to be a block load of export rayon, the cellulose product produced from wood by SAICCOR and loaded in their Siding no. 2018 at Umkomaas, destined for Maydon Wharf and ultimately Courtaulds in Britain. Sadly this traffic would be amongst the first to be lost by the railways, and despite a multi-million rand upgrade of the rail loading facilities at SAICCOR’s factory in the early 1980s, a decision was taken shortly thereafter that all the product would be moved the 45km to the harbour by road.

45. It appears that Brian hardly had enough time to make his way back to the station before yet another northbound goods train, no. 827, carrying more of the same product, rumbled through behind a 14R. Note the unusually positioned Umbogintwini goods shed and siding, situated high above the station - it can be seen above the locomotive’s cab.

46. Next to arrive was train 760-up (2.25pm all stations local from Durban to Kelso) with its shiny Class 16 topping the grade with a clear exhaust. Seen ahead of the locomotive is Umbogintwini’s down advanced starting signal, applicable to northbound trains.

47. Brian missed photographing train 764-up (3.00pm semi-fast Durban - Port Shepstone) which we gather must have been running late, as the following train was 768-up (3.42pm all stations from Durban to Umkomaas), identified by the brake-end carriage behind the engine. Port Shepstone trains always ran with a guard’s van that was shunted around at the destination. This train was worked by a 14R in remarkably similar condition to the preceding Class 16.

48. Brian’s last shot of the day was of this 14R working train 769-down (4.25pm all stations from Umkomaas to Durban) which would have been rolling down Umbogintwini Bank just before 5.15pm, and that looks suspiciously like the roof of the guard’s van of late-running Port Shepstone train no. 764 visible beyond the second coach. The construction crane in the background is no doubt part of the new works equipment brought in for the erection of a new signalling relay room and the overhead electrical equipment for this part of the extensive South Coast infrastructure upgrade.

49. With the Bank successfully conquered, a 14R pulls into Umbogintwini with a southbound stopping suburban. In the background a GEA (the number looks like 4030) is servicing after having brought in a transfer freight from Bayhead for AECI. The huts on the right are part of a construction camp set up for the infrastructure improvements. One of the casualties soon to result from the yard remodelling is the old road bridge over the north end yard throat - as you can see, there was no room for overhead wires.

50. In the Winter of 1967, a Class 16, having paused momentarily for passengers at Umbogintwini, cautiously brings its train over the crossovers to the single line section, as it commences the descent to Pahla halt and on to Amanzimtoti, which is almost at sea level. The leading brake-end tells us that this is a local bound for Umkomaas or Kelso – trains proceeding to Port Shepstone would normally have a proper passenger guard’s van for baggage, parcels and mail, and it would be shunted around at the destination.

51. On a hazy Winter’s Sunday morning in 1967, this GEA seems to have effortlessly lifted the full permitted load of 950 tons of lumber for SAICCOR up Umbogintwini Bank, running as train 812-up (7.22am South Coast Yard [Maydon Wharf] to Umkomaas). The substantial layer of sand on the ballast ahead of the Garratt is evidence that many other trains have not had such an easy time of it – probably they had been stopped for signals and/or encountered inclement weather. There is a good likelihood that this block load originated on the North Coast, but SAICCOR did receive timber from all over the province.

52. The SAR was characterised by clean, well kept stations and prizes were given to stations with the best kept gardens. History has not recorded whether Umbogintwini was successful in this regard but it was a good example nevertheless. Here train 762 behind class 1E’s 8 and 16 is partially hidden by a beautiful bed of red roses as they head south. Note how the back of the train is still on the climb up the Umbogintwini bank, a gradient that nearly brought many a train to a standstill as it had the ruling gradient on the line. Umbogintwini was also the end of the double line section from Durban; Saturday 30 January 1971.

53. With the overhead power switched off between Amanzimtoti and Isipingo for weekend maintenance work, South Coast trains were being hauled through the dead section by steam. Class 14R 1705 with feeder tank attached has stopped at Umbogintwini station, hauling a Port Shepstone to Durban train with its two class 1E electrics.

54. Class 14R 1705 with feeder tank attached arriving again at Umbogintwini. This time, hauling a Durban to Port Shepstone train with its two class 1E electrics. Just behind the signal on the right of the train, the maintenance team's ladder is visible, with two of the workers perched on top of the catenary mast.

55. The signals are off for the main line as this 14R drifts downgrade towards Amanzimtoti with its afternoon Up suburban train sometime early in 1968.

56. Sunday, 11 March 1973 found 14R 1705 with feeder tank, arriving at Pahla halt (between Amanzimtoti and Umbogintwini) with a 5M2A motor coach set on an Umkomaas - Durban service.

57. A Class 16R/CR 4-6-2 Pacific crosses the eManzimtoti River lagoon as it pulls into Amanzimtoti station with a Down (Durban-bound) suburban train, thought to be in 1967. Although the overhead wires were already up along most of the South Coast to Kelso by this time, the change to electric motive power only took place late in 1968 due to the major rebuild of Warner Beach station, which held up the completion of the electrification project.

58. In January 1966 the Toti Hotel looks down on this 16CR (engine number not recorded) departing Amanzimtoti for Durban with an 8-coach local passenger train. The 3rd coach behind the tender is an NGR veteran. The other engine in this photo is having her coal-dust damped down with the spray-pipe before coupling-up to her rake of coaches prior to departure.

59. One year later in 1967 and back in Amanzimtoti to catch this 14R No.1720 arriving from Durban with another local passenger train. The driver has got his tablet-holder ready to throw off on the platform as he pulls into the station. The lone masts on the left – an early indication that electric traction was coming to the South Coast.

60. Amanzintoti: 771-down about to enter the station and cross an up freight headed by a GEA. The single-line section of the South Coast was incredibly well run with crossings timed to the nearest half-minute.

61. The fireman has already gathered the tablet that holds the driver's authority to proceed from Amanzintoti to Umbogintwini (how's that for a coupla place names) and the Station Foreman has caught the one for the section from Warner Beach to Amanzintoti.

62. The block load of pulpwood, 812-up topping Umbogintwini Bank in photo 50, is seen here a few minutes later, having elected to top up with water during a crossing at Amanzimtoti. Although not booked to stop for water here, many goods train drivers would make use of the opportunity, especially if held for a crossing. Most steam drivers subscribed to the policy that you could never have enough water – much as air crews will tell you that the only time you have too much fuel on board is when your plane is on fire…! Judging by the attitude of the commuters waiting on the platform, they have already heard the sound of an approaching train and reckon their Durban bound passenger is imminent. Imagine standing with your back to all that fantastic activity taking place on a GEA just a few paces away!! This water facility would of necessity have to be removed before the overhead wires were energised.

63. After 46 years of reliable service, GE 2262 became the last of her class to receive a complete overhaul in the Durban mechanical workshops, and to commemorate the occasion a short passenger train was run for her test trip from Durban to Amanzimtoti and back on Friday, 21 April 1972, with selected members of the ME staff and invited guests on board. Here no. 2262 has run around her train at ‘Toti and brews up in preparation for the return trip, the special frame made up for the commemorative shield and flags visible above the leading buffer beam.

64. Unfortunately for those impatient people on ‘Toti platform, the approaching train was not in fact their Down passenger, but another GEA with northbound goods 813-down (6.46am Port Shepstone - Bayhead), seen on the loop line over the lagoon bridge and doing its best to stay ahead of the following passenger train, so they could make amends, turn around and appreciate the beauty of the GEA simmering behind them (as if they would!!).

65. And here 745-down passenger finally arrives (8.00am daily semi-fast from Port Shepstone, but stopping at all stations on Sundays) to Durban. It looks like this 14R is a rebuilt 14A (no sandboxes above the running board) and just look at those classic balcony coaches at the head of the train!

66. Class 14R No.1720 was a busy girl on this day in 1967. Sometime later, here she is again – this time returning from Umkomaas and approaching 'Toti with her train for Durban. The two tall masts again reminding us that electrification of the line was coming.

67. Fast forward to around the Winter school holidays of 1970, and a Natal Mercury Hibberdene Children’s Home special returning children to the Reef, seen running into the loop at Amanzimtoti for a crossing. Several of these specials would be arranged each school vacation, bringing underprivileged upcountry children down to the coast for a short holiday. Those Umbilo-based Class 5E1s, together with their steam-heating car, will work the train directly to Johannesburg, having taken over from a Port Shepstone steam locomotive at Kelso. Class 5E1s would only be allowed to run through to Port Shepstone some years later, when the track had been strengthened from 80lb to 96lb/yard rails. In the interim, once electrification had been completed to the Cape Gauge terminus, veteran lighter axle-load Class 1Es would provide the motive power.

68. The return working of the train depicted in photograph 13, now fully laden with scholars returning to Johannesburg, is seen here northbound through Amanzimtoti with class 1E 35 now leading 45. Date: Saturday 17 July 1971.

69. A modified class 1E leads an original 1E over the Amanzimtoti River as it enters the station named after the river with northbound train 755-down, the 12:15 from Port Shepstone. Note that the pantographs of the leading unit are down so the back locomotive will be doing the hard work on the climb up to Umbogintwini. This is the last view that passengers will have of the sea. Date: March 1971.

70. Another view of a northbound working through Amanzimtoti, again 755-down from Port Shepstone behind partially modified class 1E’s 141 and 189. The trains to and from Port Shepstone were the only locomotive hauled passenger trains on the South Coast line at this time. Date: Saturday 30 January 1971

71. This angle of the bridge over the Amanzimtoti River allows a view of the lagoon where one could hire a rowing boat and go upstream for about 3km to a restaurant on the banks of the river. Here class 1E’s 99 and 122 with train 755, now running as an express from Umkomaas, take the main line through the station. Date: Monday 5 April 1971

72. A Class 16CR brings train no. 745, the 8.0am semi-fast Port Shepstone – Durban passenger, along the embankment just above the beach between Doonside and Amanzimtoti.

73. A Class 16 heads an afternoon Up suburban train between Doonside and Warner Beach in 1967, probably destined for Umkomaas or Kelso. Whilst they were successfully employed on the North and South Coast lines, the Classes 16R/16CR would be among the first to be transferred away from Greyville once electrification took hold on these routes, a number ending up at Sydenham where they would work the Port Elizabeth – Uitenhage suburbans, also with distinction – but only for a few years until they were finally withdrawn from SAR service – several ending their lives in the unlikely occupation of heavy ore-hauling operations at the St Helena gold mine in the Free State, attaining more than 70 years service in the process.

74. The old Warner Beach station presents a tranquil, sleepy scene late in the afternoon one weekend in 1966…and could that be Brian’s Austin 1100 standing in the shady foreground? The rustic wood and iron buildings looking like some quiet, rural country station, which I suppose Warner Beach would arguably have been back in the 1960s! However, this was all to change drastically, and within the following three years a completely new station would be constructed some distance south of this, with a high-level island platform and vastly extended crossing loops. This would mean the elimination of St. Winifred’s Beach halt, which was situated between Warner Beach and Winklespruit stations. To give some idea of the extent of the changes, the original Warner Beach (shown here) had a crossing loop just 213m long, with a siding 212m long – this can be seen in the foreground with a tarpaulin-covered DZ standing near the old goods shed. In the new layout there would no longer be a siding, but two crossing loops each 943m in length – they were by no means the longest passing loops provided in the South Coast 1960s upgrade.

75. A Class 16 heads the Saturday afternoon Kelso-bound local 760-up along the sandy formation between Amanzimtoti and Doonside, approaching the warning board for the latter halt, circa 1967.

76. Heading to Warner Beach for his next shot, Brian found 760-up already standing alongside the platform, its smoke rising in the distance, with opposing train 763-down (11.43am daily except Sundays semi-fast Port Shepstone – Durban) running through the loop behind a 14R. This at least gave him a few moments to get ahead for the next picture…

77. Here we see 760 again, having pulled away from its brief stop at Warner Beach, now threading its way cautiously through the construction site that would become the new Warner Beach station. The train is running on the original main line, close to the sea, with the new main line and first loop taking shape in the foreground. Once the layout was complete, the old main line would become the second passing loop, which would not be equipped with a platform. It is interesting to see the SAR New Works gang busy even on a weekend!

78. Sometime on a weekday in the Winter of 1967 a 14R heads non-stopping 763-down through the main line at Warner Beach, the prevailing north-easterly wind creating white horses on the choppy Indian Ocean in the background.

79. Having crossed 763-down at Amanzimtoti, about twenty minutes later 760-up (1.47pm Mondays – Fridays all stations Durban to Umkomaas) with a Class 16 in charge, arrived at Warner Beach.

80. After a crossing with 760 at Winklespruit, it’s a few minutes past 3 o’clock as this 14R with down school train 765 (2.35pm weekdays Umkomaas to Durban) calls at Warner Beach, two of its uniformed passengers waiting keenly to board. Note the new station with its wide island platform beginning to take shape in the distance – top right corner.

81. Moments later, having picked up its scholars and other passengers, the 14R accelerates 765-down away from Warner Beach and over the level crossing, watched with interest by a maid and the local general store’s delivery man on his bicycle. The lack of open windows in the coach makes one think that it must have been a cool and/or windy Winter’s day.

82. By mid-1968 it was exceedingly rare to find GCAs working north of Kelso, so Brian was fortunate to catch this one on a works train or wayside 823-down – or a combination of both – as the load seems to be made up mainly of empty AY ballast wagons with some general goods tacked on the back. The new layout at Warner Beach is now complete and the train is running on the recently ballasted new main line. The first row of electrification masts are up and in a few months the whole line from Durban to Kelso will change over to electric traction.

83. Illustrating the more usual motive power on South Coast goods trains was this Class GEA working train no. 821 and running just a few minutes behind the GCA-hauled train. The load appears to be empty timber and/or coal wagons from SAICCOR at Umkomaas.

84. Sometime during 1960 a 16th class Pacific heads out of Warner Beach with a late-afternoon up suburban, having crossed a short goods train behind a 14R Mountain.

85. This shabby pair of 1Es were captured hauling a short southbound goods train (probably no. 830, the 1.0pm weekdays only South Coast Yard to Kelso) into Warner Beach station early in 1969. Of the original alignment there is very little still remaining at the north end of the station – perhaps the level crossing is all that one could use as a reference point!

86. With the advent of electrification of the Reunion – Kelso section of the South Coast in December 1968, modern 5M2A sliding-door motor-coach sets took over most of the short-haul links on this section, but trains to and from Port Shepstone were still steam-hauled beyond Kelso, so the old swing-door wooden suburban coaches continued to be used on these trains. Here we see the afternoon Port Shepstone – Durban train 755-down, which would have been steam-hauled from Port Shepstone to Kelso, running through Warner Beach behind a bright and shiny Class 5E1 unit just a few months after electrification.

87. Two veteran Class 1E units with a passenger train photographed at Warner Beach station sometime in 1973. The June 1976 issue of SA Rail reported that the Class 1E’s continued to be cut up at the Durban Mechanical Workshops although the wide-cab version was still being repaired. The night and early morning trains to and from Port Shepstone were being hauled by a single Class 5E1. At this time all other South Coast commuter trains were old swing-door EMU sets with a frequent failure rate.

88. A class 14R with a southbound local arriving at Warner Beach in 1965 prior to the station being relocated a short distance southwards. Local trains could be distinguished from Port Shepstone trains by the front and rear coaches having a guard's compartment as seen in this picture. Port Shepstone trains had a proper guard's van and an ordinary coach at the front.

89. A GEA at the exchange yard for Illovo Mill, accessed from Winklespruit station via the original NGR alignment of the South Coast main line (see Bruno's map). That's the Stony Hill road from Umlaas Road on the right, still dirt when this photo was made in July 1964. The hills in the background are across the Illovo river and prior to the great flood of 1959 they were draped with the Mill's extensive 2ft-gauge steam-worked tramway system. Charles adds: I cannot work out if the train was arriving with a load of fertilizer for the canefields or about to depart with processed sugar for Maydon wharf.

90. One of Greyville’s Pacifics on an afternoon southbound local coasts into the main line at Winklespruit station. The name Winklespruit must be one of the most mispronounced (and mis-spelled) names on the South Coast. Named for the periwinkles found in the rock pools on the nearby beach (and NOT the local general dealer), the correct spelling is “Winkle” and not as popularly confused “Winkel” – the incorrect Afrikaans version no doubt influenced by the “spruit” part of the name (Afrikaans equivalent of “stream”). The earlier residents adopted the super-Anglicised pronunciation of “Winkle-Sproot”… interestingly some of the earliest road maps actually spelt the town name like this … and some of the older folk are still known to perpetuate this pronunciation today!

91. With the southbound train from the previous photo disappearing into the distance, a shiny Class 14R which had been standing on the first loop with its Durban-bound suburban, gets underway from the station. As can be seen in the photo, high-level platforms and overhead masts for the new electric sliding-door train sets were already becoming commonplace by 1967. The extensive station layout was required for the servicing of the Illovo Sugar Mill, which had a service line approximately five kilometres long leading inland from Winklespruit, along the north bank of the Illovo River, and included an exchange yard some 2km distant (that used the original NGR alignment). The earthworks immediately to the left of the locomotive could well be for the construction of the new traction substation, which would be located here.

92. A Class 16 heads southbound Saturday local 760-up through the steel girders of the Illovo River bridge. This bridge formed part of a deviation undertaken between Winklespruit and Illovo Beach in the 1930s, reducing the track length by several miles and resulting in the closure of Illovo River station, although part of this layout remained as the Illovo Sugar Estates exchange yard on the service line. When the line was initially built, the closest suitable footing for the traditional screw-pile method of bridge construction could only be found in the bed of the Illovo River some distance inland, so the track had to follow the river bank for a considerable way on each side. However, by the 1930s more modern methods of piling allowed the track to cross the river virtually at its mouth, resulting in the impressive six span steel girder bridge…but, this bridge has been nicknamed “Natal’s Forth Bridge”, its close proximity to the beach (immediately behind the bushes to the right of the Class 16) and consequent relentless exposure to salt-laden sea air has meant that it suffers tremendously from corrosion and requires almost continuous attention to ensure its safety and integrity. As can be seen in this 1968 photo, it is undergoing yet another round of refurbishment, the air compressor and piles of sand to be used for sand-blasting evident to the left of the train. The top of the bridge also appears to have been recently raised to provide the necessary clearance for electrification. Strangely, the replacement of numerous South Coast steel bridges with concrete structures in the 1950s did not include this one…perhaps it was considered “too young” for replacement at the time!

93. On a cloudless afternoon early in 1967, an unusually scruffy-looking Class 16 makes its way past the partially completed platforms of the new Warner Beach station with a northbound local. The standard composition of three 1st Class coaches is clearly visible behind the engine, the remainder of the set being made up of 3rd class carriages.

94. The Home Signal is off, admitting 16CR 837 passage through Illovo Beach en-route to Durban with a local passenger packet in 1967. Note the two marker lamps on the front buffer-beam – unique to engine-working on the Natal System and we are still trying to establish why the Natal System persisted with this practice.

95. Illovo Beach was the first station south of Durban equipped with turning facilities, so several suburban turns terminated here. In this early 1968 view, it’s just after 2.30pm as 16R 800 off Saturday afternoon train 756-up (1.4pm all-stations Durban – Illovo Beach) prepares to leave the turntable. See how the driver had positioned the loco exactly over the centre of the turntable bridge (the white-painted marks indicate where the loco should stop – critical to get the turntable precisely balanced for manual operation), allowing him, with the guard and fireman’s assistance, to turn the roughly 140 ton engine by hand in preparation for the return working, which would be train 767-down (3.25pm all-stations Illovo Beach – Durban). The guard is already walking away, no doubt wanting to obtain permission from the station foreman for them to run around and couple onto their train, standing on platform 2, and then take a well-earned breather before departure.

96. It’s a few minutes to 3pm as suburban 765-down (2.36pm daily except Saturdays all-stations Umkomaas – Durban) departs Illovo Beach. This train is also in the hands of a Class 16 Pacific, the white-painted figures on the driving wheels suggesting that it has recently returned from workshop attention. Class 16R no. 800, previously seen on the turntable, waits on platform 2 with 767-down which will follow half an hour later.

97. Back in 1961 at Illovo Beach there were no signs of electrification masts – yet! On the left a 14R, which has brought in 822-up from Durban, arriving at 2:35 pm, has been turned and is running around the coaches to return as 865-down, due to depart at 4:38 pm all-stations to Durban. On the right, train 853 the 12:44 pm from Port Shepstone with a GCA, is running through the station at about 3:48pm on the opposite side of the platform. The leading coach on the Port Shepstone train, a second class of type O-31, one of 9 of the 24 built being allocated to Durban, was no doubt one of the first coaches in Durban to be painted in the then new colour scheme. Neither engine number is recorded.

98. Striped-Tiger – class 14R rolls down-grade into Illovo Beach with another local passenger train. Taking Charles Parry’s advice, it was probably heading for Port Shepstone.

99. The driver of the 14R casts a beady eye over his steed, carrying his oiler in case she needs a spot here or there before departing Illovo Beach at 4:38 pm on local passenger 865-down.

100. Another view of the two local passenger trains waiting for departure from Illovo Beach in 1961 – a GCA with 863-down ex Umkomaas on the left departing at 4:8 pm and a 14R with 865-down on the right, which will depart 30 minutes later.

101. The GCA gets away first from Illovo Beach, heading for Durban with her local passenger packet.

102. Having crossed southbound 760-up, 16R 800* finally gets to take the main, its driver and fireman both leaning out to observe the antics of the lineside photographers. The progress of 767-down will be subdued for a little longer while it negotiates the temporary speed restriction in place for the maintenance work on the Illovo River bridge (out of sight, just beyond the home signals seen at top left).

*In September/October 1968, shortly after the energising of the Merebank-Kelso electrification, Greyville lost its entire fleet of 16 Pacifics. They were transferred to the Cape Midland System where they rapidly replaced the 10BRs on all suburban work. 16R 800 became the regular engine of Sydenham's Driver van der Mescht who kept her absolutely spotless - see Geoff Hall's photos of her at work on these commuter runs in our chapter dealing with the PE-Uitenhage service.

103. Goods train 833-down (2.35pm Saturdays only Port Shepstone – Bayhead) pulls into the loop for a crossing at Illovo Beach, the 15CB in charge no doubt having taken over from a 14R or GCA at Kelso. As can be seen, Illovo Beach is midway through its late 1960s makeover, with electric masts up and platforms being both extended and raised. Colour-light signalling and centralised traffic control would follow less than twenty years later.

104. Illovo Bridge, 1973, one of the last Sundays when steam power was used to haul local passenger trains in Durban area. The new paint on the bridge shows the reason why steam was called in. Charles cites the painting of the bridge as the reason for the overhead power-off status, to protect the workmen busy painting. Parry family picnic site visible.

105. By 1978 type 4M EMU’s had taken over the Port Shepstone service and here a set is crossing the Lovu River just north of Illovo Beach station. This is one of only three truss bridges remaining on the line. Date: December 1978

106. After mid 1973, when the overhead power was switched off for maintenance work, Wentworth based diesel locomotives were brought in to keep the trains moving. Here GM class 34 34-642 is assisting set C-23, working a Port Shepstone - Durban train, leaving Illovo Beach. Date: October 1979

107. A type 4M set from Port Shepstone is crossing the Msimbazi River just south of Karridene. Behind the seven compartment type L-48-M motor coach, transferred from Cape Town later than the first batches, are two steel coaches which, although procured for steam services, were converted to electric plain trailers for use on Cape Town services. The first is a nine compartment first class coach of type L-44-T while the second was a ten compartment second class coach of type O-38-T, stencilled first class in 1968 when second class was abolished in the Durban area and reclassified type L-23-T. Of the 45 type L-44’s built in 1949/50, none were allocated to Cape Town but 12 were later transferred from other Systems and converted to type L-44-T in Salt River from 1956 to 1960. Similarly, 6 second class type O-38 coaches were converted to O-38-T also for use on the 4M sets in Cape Town. These coaches appeared to have been built from jigs similar to those used for the motor coaches, the only difference being in their lengths over body, the motor coaches being 60’0½” and the steel trailers 63’0”. The only exception were the 22 ten compartment type S-46-M third class 4M2 motor coaches which were also 63’0”.

108. Another view of the bridge over the Msimbazi River just south of Karridene, this time with the return working of the main line train from Port Shepstone seen earlier with class 1E’s 35 and 45. Note the four Hendrie balcony coaches directly behind the locomotives. Within one or two years they would be scrapped, their old bogies being used under new third class main line steel coaches from Union Carriage and Wagon in Nigel. Date: Saturday 17 July 1971

109. A down local approaching Karridene. Thanks to the Transnet Heritage Library and DRISA* we can bring you this beautiful reflection on the classy train service South Coasters enjoyed in those days.

* Digital Rail Images South Africa, a wonderful website established by Johannes Haarhoff and Yolanda Meyer to catalogue every one of the Heritage Library's 250,000+ images. You will find them here: https://drisa.co.za/

110. A Class 14R coasts over the Mzimbazi River bridge as it approaches Karridene halt with a Port Shepstone – Durban train in 1968. Within just a few months the Isipingo – Kelso section would be energised and steam would be banished to the Lower South Coast section, beyond Kelso. This was one of the many concrete bridges built in a 1950s project to replace the old screw-pile steel bridges which carried severe axle-load and speed restrictions. The road on the right hand side is the Cape Town – Pongola N2 national road, which would later be downgraded to the R102 secondary road when a new freeway was opened in sections from Empangeni to Port Shepstone, bypassing central Durban.

111. On Saturday, 17 July 1971, this pair of 1Es were heading a special passenger train transporting children from the Natal Mercury Children’s Home back to Johannesburg, seen here crossing the Mzimbaza River between Umgababa and Karridene. Thanks to Peter Stow who was also out photographing this train, we know that it consisted of thirteen passenger coaches, including a double dining car set – whilst the maximum passenger load for two Class 1Es (rated at 1 200hp each) on the South Coast was set at sixteen. Being restricted to local operations, these veteran units, some of which were already more than forty years old, would probably only haul the train as far as Cato Ridge or perhaps Pietermaritzburg, where 5E1s and a steam-heating car (it was mid-Winter!) would take over.

112. A 5M2 EMU set, running as 763-down from Umkomaas to Durban, crossing the Msimbasi River just south of Karridene station. 21 August 1980.

113. This Class 14R with its feathering safeties was drifting towards the level crossing at Umgababa, well into the non-stop part of the journey for 763-down (11.43am daily except Sundays semi-fast Port Shepstone – Durban). Having last called at Umkomaas its next scheduled to stop was almost 40km further, at Rossburgh.

114. Early in 1968, a Class 14R gathers momentum with southbound goods 830-up (1.0pm Mondays to Fridays from South Coast Yard, Maydon Wharf, to Kelso) as it crosses the Mgababa River bridge. Ilmenite and rutile were mined on the beach at Umgababa from 1949 until 1963, the minerals being used mainly in the production of titanium, and were transported by rail from Umgababa station. However, the Anglo-American-owned plant was eventually shut down due to its inability to mitigate the marine and air pollution caused by its mining and beneficiation activities. Within a year of this photo being taken, the vacated factory complex, which was situated between Umgababa station and the sea, would be converted to an extensive beach resort for the benefit of local residents.

115. This expansive view over the Mgababa Lagoon was taken in 1967 from a popular viewsite alongside the N2 national road, showing a southbound local on the river bridge. The embankments of the original alignment are in the foreground, the gap over the lagoon indicating where the old screwpile bridge was located - it was removed in the 1950s. The tops of the screwpiles are often still visible when the lagoon level drops far enough. The outer home and distant signals for Umgababa station can be seen next to the second-last coach of the train. More obvious is the apparently 'two-tone' ocean in the background, the waste outfall from the Saiccor rayon factory near the mouth of the Mkomazi River staining the sea brownish-purple for several kilometres, and usually moving northwards in the prevailing littoral current.

116. Towards the end of steam, even the SAR's official photographer got in on the act. A lovely shot of a Pacific hauling a northbound local, c late 1967.

117. Also taken from the Umgababa N2 viewsite, a 14R on a full-length southbound is pulling away from Umgababa station in 1968. All too soon, only Class 1Es, 5Es and electric motorcoach trains would be seen from this classic vantage point.

118. Arguably the most beautiful and most photographed spot on the line is this view at Umgababa. In the foreground the old formation can be seen with the screw-pile tops still visible in the river. With rivers flowing into the sea during the rainy Summer months and the swift Agulhas current flowing south, one gets the interesting phenomenon where there is a distinct line between the brown river water and the blue sea water. The brown water is almost contained inshore by the swift flowing current. Here class 1E’s 99 and 122 are heading north with train 755. Date: Monday 5 April 1971.

119. On a magnificent afternoon in December 1978 a type 4M set from Port Shepstone graces the bridge over the Umgababa River. The bridge supports are no longer visible, no doubt due to the tide.

120. A class 5E1 hauls a short 7 coach set northbound at Umgababa. According to Peter's notes this was a sort of parcels train and ran ahead of the normal passenger train, possibly only to and from Kelso. Maybe someone can help with the identification of the train. It looks similar to the set that was used for the GCA trial run a few months later. Monday 5 April 1971

121. Late on a March afternoon in 1975 this Durban-bound 5M2 EMU set from Umkomaas was crossing the Umgababa river, approaching its next stop at Umgababa station.

122. Call back the past….....having ditched the unnecessary water feeder tank, the test train for the RSSA special in August 1971 allowed an almost perfect recreation of how South Coast locals looked some ten or more years earlier. Here the feisty little Class GCA Garratt approaches Umgababa on the faultless return trip from Port Shepstone, the outer home and distant signals both off indicating a clear run though the main line. Of special interest is the third coach, a rather rare corridor suburban, having compartments and inward-opening exit doors at the ends only, rather than the usual open-plan commuter seating with multiple outward swing doors.

123. By the beginning of 1969 electric motive power had taken over all South Coast traffic between Durban and Kelso, illustrated here by a Class 5E1 heading Port Shepstone – Durban train 755-down over the Mgababa lagoon. This train would at least have had a 14R at the head as far as Kelso. The effect of the effluent discharged into the sea by Saiccor at Umkomaas, nicknamed 'The Purple Death' by local residents, is particularly evident here. Stricter controls over the intervening years and an extension of the outfall pipeline some 5km offshore have largely reduced the obvious impact on marine life in the area.

124. Ilfracombe, 2nd January 1964 and I'm grateful to Ashley Peter and Peter Stow for the following information:

"This is a 14R on 745-down, the 11 coach Port Shepstone – Durban packet crossing the Mgababa Lagoon. The lagoon sand bar must be breached and it is very low tide as the tops of the old cast-iron screw piles are standing proud above the diminished water level. The train too is worthy of mention, uncharacteristically at this late date with more main line saloons than suburbans on what was really a local working. I note at least 3 potentially historic balcony coaches towards the front of the train, with a further 3 main lines at the rear (one of which I am certain also has centre toilets) but the real mystery is what van is bringing up the rear…? Peter – that certainly doesn’t look like your average main line van?"

Well, that was Ashley, and here is Peter:

"The train is 745-down, the 07:20 from Port Shepstone. It was the return working of 710-up, the 02:00 Durban Port Shepstone, hence the more than usual number of main line saloons. It used to be parked in Durban station on platform 4 to allow passengers to board from about 21:00 and sleep. (Not sure when the ticket examiner came around!). Charles Parry has described how in the '50s this train used to go via Congella yard to pick up some goods wagons before proceeding south. The usual composition from Durban in the early '60s was three third class main line saloons, two third class suburban coaches, a 1st & 2nd composite main line coach for people of colour, one first and one second class main line saloon, a second class suburban coach and finally a main line van. In the early 60's and as illustrated, one of the three ex Union Limited's first reserved, baggage and guards vans of type GC-10-C number 2293 was used for a while on this train. The train illustrated has also been strengthened for some reason with an additional suburban coach behind the locomotive."

125. A northbound stopper drifts over the Mgababa River bridge as it approaches Umgababa station. The lagoon mouth has been breached and with the sea at low tide, the piles of the old screwpile bridge on the original NGR alignment are visible on the right.

126. Oh for Photoshop in the good old days! Brian would no doubt have gleefully edited this photo, taken a fraction of a second too early, of a Class 16 Pacific speeding northbound with a suburban passenger train between Ilfracombe and Umgababa, one errant tree branch contriving to obscure the view of the spinning driving wheels. This section could arguably have been called the “South Coast Kyalami” – the 5km almost straight line between Umgababa and Ilfracombe was generally acknowledged as the fastest section on the South Coast – even faster than the celebrated “Isipingo Flats”, trains often clocking well in excess of 55mph (90km/h) here. In fact, the start to stop scheduled timing for a passenger train on this 5.33km section was just 5½ minutes, making the average speed required an impressive 58km/h.

127. A pair of class 1E’s head south with 734-up to Port Shepstone and are about to duck under the R102 just north of Ilfracombe. Date: January 1971

128. Early in 1969 this trio of 1Es approach their destination as they bring a full load of 1 320 tons of timber and coal onto the combined road and rail bridge over the Mkomazi River. Once in Umkomaas station, they will run around the load before hauling it along the 2km service line to the Saiccor exchange yard. Interestingly, the Saiccor service line is actually part of the original South Coast alignment, as the nineteenth century engineers were also only able to find a suitable place to bridge the river some distance inland – the old alignment being abandoned when the new concrete bridge was built at the mouth of the river in the 1950s. Also, when the original line was built, the coastal town would have been known as South Barrow, the name Umkomaas only being adopted in 1924.

This concludes Part 1 – we will resume with the coverage of the South Coast line with Part 2 which covers Umkomaas to Umzinto via Kelso.