Part 19: The Natal South Coast (2): Umkomaas to Umzinto 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.

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; 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 and lastly thanks to Andrew Deacon for all your hard work in getting SC Part 2 ready for publication.

In the first segment of the South Coast chapter we presented Bruno's thoroughly researched history of the railway to Port Shepstone and the branch to Umzinto, so after the maps we'll move straight into the photographs.

Bruno's meticulously detailed maps of the main river crossings on the South Coast should be studied in conjunction with the relevant photographs below, starting with the Umkomaas River crossing, photo 1 (note that the Ilovo River crossing is featured in South Coast 1 and the Mkumbane, Ifafa, Umtwalume and Umzimkulu crossings will only appear in South Coast 3.

1. What a tranquil scene, so typical of the South Coast line. Imagine the photographer waiting for the train. Behind him the sea is pounding the coast. There is a stiff breeze causing ripples on the lagoon and water lapping the shore. In the distance, a whistle. A rumble as the train reaches the bridge, getting louder and loader as more wheels on the steel bridge cause a resonance, aggravated by the rail joints. This continues for the full length of the bridge as the train limps gingerly across the river and then the locomotive opens up at the end for the climb back towards the coast (see Bruno's map). Not long afterwards there is silence again. If one could only have ridden the line in those days. What an experience it must have been. The engine was a Class A tank engine followed by a collection of mainly obsolete NGR main line coaches and, by the way, the photographer must be congratulated for capturing the train perfectly silhouetted in the lagoon. A second later and the engine would have been lost against the vegetation in the background.

This photograph graphically captures an era, probably in the early 1920’s, and most likely of a train to Port Shepstone, of how the SAR used coaching stock available at the time. By scaling the length of the coaches from those whose lengths are known, one is able to identify, to some extent, the types of vehicles on the train. The whole train is made up of ex-NGR stock except the first which is an ex- CGR coach. Given that Cape Town only received replacement electric stock in 1928, how did this coach end up in Natal prior to that date? It was not that difficult to find out why. The CGR had a fleet of 31 52’-7” over body arc roofed 8½ compartment third class coaches placed in service between November 1896 and November 1898 which, given their length and configuration with toilets in the middle reached by passages on one side of the open plan seating, must have been used on CGR long distance trains, as coaches used on CGR suburban trains were of the non-corridor type. For some strange reason, when these coaches were absorbed into the SAR, 10 became third class type S-7 in the suburban classification and 21 were classified third class type H-1 in the main line series, although these vehicles appear to be identical in every respect. These 21 type H-1 vehicles then clearly travelled in areas other than the Western Cape and some ended up in Natal. In fact, no less than 5 were scrapped in the Durban workshops between May 1938 and November 1962 so it can safely be said that they did operate in Natal. So the first vehicle is a SAR type H-1. The second one appears to be a 34ft NGR non-corridor 5 compartment composite 1st & 2nd class suburban type M-6 of 1891/2 vintage. The third vehicle is a 36’-6” NGR non-corridor four compartment main line coach with two toilets between the first and second compartments, and also between the third and fourth compartments, so each compartment in fact had its own en-suite toilet and wash basin. The vehicle could most likely be a type C-6 or C-7 first class coach given the spacing of the windows but could also be a type D-7 or D-11 1st & 2nd composite coach as they look similar in profile at that distance. These vehicles were obviously no longer suitable for main line use and would soon be replaced by modern vehicles built specifically for branch lines. The fourth vehicle appears to be similar to the second, i.e. a type M-6. After this it becomes difficult to identify the coaches in the rest of the train except the seventh vehicle which fits the description of the third vehicle. Finally the van appears to be a 36’6” ex-NGR with passenger accommodation on either side of a central guard and baggage area of which there were several types. Scrapping of the 34ft coaches started in earnest in 1926 and by 1928 they were all gone while in the early 30’s the majority of the 36’-6” vehicles were disposed of.

2. Only a few years after photograph 1 was taken, we have an all-new train. Here in 1930 we have an almost new class GCA with equally new coaching stock fresh from SAR workshops that built 69 coaches for the Natal suburban services and the 'Metropolitan Carriage and Wagon Company' in England who supplied 49 of them, all to replace obsolete ex-NGR stock and for expanding services. The imported rolling stock was erected in the SAR’s Durban workshops. The view point from where the photograph was taken appears to have been a picnic spot* and we may be prejudiced but it is hard to think of a better choice, overlooking the lagoon and railway line.

*In fact this is close to where the N2 crosses the Umkomaas on a high bridge today

3. Whereas photo 2 depicts a Durban-Umkomaas local, this is a Port Shepstone - Durban train. In the middle is an ex-CGR arc roof main line coach. Looks like CGR type D-3 or D-4.

4. As shown on Bruno's map of the Umkomaas deviation, this bridge over the river was opened for rail traffic in July 1948. In those days, rail connections still had priority and completion of the road portion of the bridge was still months away. In the meantime motorists had to continue to use the twisty old South Coast road (still dirt) to the old bridge 3 miles upstream. Although the new rail portion had provision for future doubling this has never been done (and now probably never will be). The track being laid was used as a head shunt and for storing train sets in between service runs from and to Durban.

5. If a prize were to be awarded to an official SAR photographer for capturing the very essence of a railway of a bygone era then this must surely rank near the top. Similar in style to the one at Beaufort West illustrated in part 5 of System 1, this one tells a bigger story. As you see, Umkomaas station is full. On the left, a train to Port Shepstone is watering while the platform is a hive of activity. Judging by the clothes it must be winter; the young lady in uniform seems to be a school prefect keeping tabs on her charges.

The coach closest to the camera is a standard first class Hendrie balcony coach of type C-16 The next vehicle is a second class version of the first, while the next was an SAR version of those used by the CSAR for the Limited Express between Johannesburg and Pretoria, being originally first-class type L-17. Sixteen of these were built in two batches in 1912 (6) and 1914 (10). When new these vehicles were used between Johannesburg and Pretoria and elsewhere. One in the second batch was reclassified second class in Durban in 1933 and at least 2 others from this batch also spent time in Durban on Port Shepstone and Mooi River trains. The next vehicle is a remnant of the 1904 Limited Express itself, distinguishable by its lower clerestory roof and small quarter lights, also having been displaced from Reef service after electrification there. Three vehicles of this design are known to have spent time in Durban, the last of them being scrapped there in 1962.

Curiously, next to this train is a load of open wagons with a guards van, minus a locomotive. Why they are there is unclear but their presence is clearly contributing to the congestion. Of greater interest is the local passenger train squeezed in on the third road. The fact that the class GCA is facing backwards indicates that there was no suitable turning facility for these locomotives at Umkomaas. This train was no doubt awaiting its turn to return to Durban. Its fourth vehicle is an ex CGR suburban coach, one of some 50 that ended up in Durban over the years, older ones being scrapped quite quickly but some lasting into the ‘fifties and ‘sixties. This is a rare shot of such a vehicle in service in Natal.

And lastly, the crème de la crème, a long special main-line train comprising what appear to be mostly balcony-type coaches and a coal-stove equipped double diner already preparing lunch for a trainload of children returning to the Transvaal after the winter school holidays. There appears to be a van at the back just visible on the curve so the train is northbound. This could have been the return journey of a first visit to the sea for under-privileged children, sponsored by the Star newspaper in Johannesburg. With 12 coaches visible it begs the question; how many coaches were there in total and what was hauling the train? Double GCA’s? GC and GCA? One can only speculate... Did our award-winning photographer capture that as well but the result lost in the sands of time? That will probably never be answered but this remains a truly remarkable photograph.

6. A class GF (unidentified) in the loop at Umkomaas with a mixed goods load waiting for train 801 to arrive from Port Shepstone and here is the GCA with 801 leaning into the curve as it approaches the platform. Note: only one marker lamp on the GCA’s front buffer-beam.

7. The unidentified GCA Garratt seen in the previous photo takes a drink of water at Umkomaas while working 801-down; the daily Port Shepstone to Durban passenger train. The leading coach is of interest. It is a second class type O-21 with a toilet of Era-3 (1928-1935), one of nine, numbered 5784 to 5792, built in the Durban workshops and placed in service in 1929. In the early ‘60s these vehicles were regularly used on the Port Shepstone trains because of their toilet facilities, although earlier and later versions were also used from time to time.

8. An unknown 14R bringing 892-up Durban - Port Shepstone into Umkomaas, February 1964.

9. It’s 1967 and the engine of 758-up, seen crossing the Mgababa River in South Coast (1, photo 115), 16CR 839 having reached its destination at Umkomaas, is now being positioned on the armstrong turntable at the north end of the station, the fireman and one labourer preparing to begin pushing, while another labourer trims coal for the return trip. In the background the rather unusual signal arrangement can be seen, Umkomaas being one of the few stations equipped with inner home signals. If one looks closely, it can be seen that the seaside loop signal is off for the following train, 764-up, the 3.0pm daily SuX semi-fast Durban – Port Shepstone. Once turned and serviced, #839 will be returning its coach set to Durban as 769-down (4.25pm SaO all stations Umkomaas – Durban).

10. And here is the Port Shepstone train approaching Umkomaas with a 14R providing the motive power, the train easily identifiable by the baggage van attached to the rear. The standard home signals for Umkomaas are situated some distance before the river bridge, and can just be made out beyond the train, whilst the down starting signals are located next to the second-last coach. The river mouth was the location of an ambitious project dating from the 1860s to build a harbour to serve the burgeoning local sugar industry, but the constant silting of the river mouth meant that this was never really successful and the idea was abandoned once the railway arrived some thirty years later.

11. In January 1964, 16BR 807 is seen arriving at Umkomaas with a local train from Durban. For purposes of convenience and after reboilering with a standard Watson boiler, the CME decided to lump 16BR and 16CR engines together – simply as 16CRs because there was simply no difference between them.

12. Shortly after engine 807 arrived at Umkomaas with her local passenger packet, this GF 2423 followed with a goods load.

13. A Beyer Peacock-built 14R has just taken on water and is taking a break before working her train back to Durban from Umkomaas in January 1964. In the background – top right – one can just see the loco turntable in use at Umkomaas.

14. The GF 2423 seen arriving at Umkomaas in photo 9, is slaking her thirst while the coal-trimmer gets busy in her bunker. I wonder if the little boy on the extreme left in this 1964 photo is a rail-enthusiast today?

15. With loco requirements completed at Umkomaas, GF 2423 is ready to continue her journey south in January 1964.

16. GEA 4020 is having her fire cleaned at Umkomaas in January 1964. I made a fuss of this engine, taking one more shot of her while she was being serviced and then a third when she had coupled to her heavy goods load for Durban as seen in the following two photos.

17. Photographing 4020 attracted the attention of her fireman while he was raking the ashpan.

18. With servicing complete, GEA 4020 was ready to depart Umkomaas, heading for Durban with what appears to be a block load of export sugar from Sezela. The ladder-platform on the right is for the staff involved in trains-working – in case they need to get a clear view of what is happening around the curve away to the right.

19. In January 1966, a local passenger packet arrived from Durban with 16CR No.817 in charge. Didn’t our engines look so much better with their decent headlamps? The line off to the left goes onto the engine-turntable.

20. Engine 817 has dropped her train alongside the platform at Umkomaas and is now attending to loco-requirements with a coal-trimmer at work in her tender. I have a Frank Garrison photo of this engine in her original form as a Hendrie belpaire-boilered, combustion-chambered class 16C passing through Langlaagte near Johannesburg with 202-up, the fast passenger from Johannesburg to Cape Town. Those days – early 1930s – engines had regular drivers and she looked a treat. Looking at #817 in this 1966 photo, she doesn’t look too bad either!

21. Greyville Loco had a reputation for putting out clean engines. Here is another example also at Umkomaas in 1966 – 14R 1707. Even her Robert Stephenson makers plate is polished!

22. A year later and another Class 16 is being turned on the Umkomaas turntable, the train guard lending a hand. When the wind was strong, as seems to be the case here given the white horses galloping across the Indian Ocean, it would require more than just a pair of shoulders to get the engine turned.

23. It looks like they may have been battling to get the Pacific turned – even the coal trimmer has joined in to add some more muscle power. Now we know why they call it an armstrong turntable!

24. Having been turned, serviced and now back on her train, the engine seen on the turntable leaves Umkomaas for Durban with 769-down whilst a 14R on 827-down goods waits on the main line to follow. The precast concrete “biscuits” used as foundations for the new overhead electrical mast poles can be seen stacked in the left foreground. The track to the left of the photographer leads to the turntable, whilst the ones to the right are the service line to the Saiccor exchange yard and a departmental siding respectively.

25. The fireman was so interested in me getting the focus right that he hung-on to the water release chain longer than he should have! The GF was No 2423 and she was working a goods load south in January 1964.

26. Class 16CR 812 awaiting departure with a Durban local in January 1963.

27. The same train from the other side, showing that not all the coaches had received their new (1960) livery yet.

28. A quiet moment at Umkomaas in February 1964 with GEA 4006 on down empties and 14R 1756 waiting to take 771-down to Durban. The second class and van coach behind the engine was one of only three type P-14 built in the Durban workshops and placed in service in November 1938 to Era-4 design (1935-1963). When second class was abolished in Natal in 1968 they became first-class type N-21. (thank you Peter Stow).

29. 14R 1756 waiting for 771-down's departure time at Umkomaas in February 1964.

30. Brasswork shining, 14R 1756 awaiting departure at Umkomaas. This is the same engine and train that features in photo 2 of the South Coast (1) chapter.

31. GEA No.4046 passing through Umkomaas slowly with a string of empties in January 1964. Her driver has beckoned the passer-by on the platform offering him some lunch.

32. 16BR 807 has been turned and is taking a rest before working her passenger train back to Durban from Umkomaas in 1964.

33. Moving on to 1966 but still at Umkomaas, an unidentified GEA is easing forward to couple onto her goods train for Durban. Note the shape of her coal bunker and compare it with 4020 in photo 17 and with 4046 in photo 31. All three are different. These mods were carried out by the builders and are not the local Shed modifications that are sometimes seen. It is assumed that they were called for by the SAR’s CME as the contract was being executed by Beyer Peacock. The raised cover over the front headlamp is however, not original. In its lowered position, it would appear to offer protection for the headlamp.

34. Moving back another 3 years to 1963 and a 14R is standing at Umkomaas with a local train to Durban. On the opposite side, train 792 to Port Shepstone has just arrived from Durban.

The coach nearest the camera on train 792 is a type L-17 day saloon, mentioned earlier in photo 2. Of the two left in Natal, one would be withdrawn in 1963, the other in 1964, both going into non-revenue service. Note the ticket examiners assisting with baggage across the tracks, something the Rail Safety Regulator would not approve of today. On the middle road a block load of pulpwood for the Saiiccor plant up river from Umkomaas station is awaiting delivery.

35. Early in 1969, just a month or two after the juice was switched on, this Class 5E1 was at the head of Port Shepstone – Durban 755-down, arriving at Umkomaas from the south. Steam continued to work trains between Port Shepstone and Kelso for another two years, handing over to the “juice jacks” at Kelso, but by 1971 electrics were working all the way to Port Shepstone, leaving just the Sheppie shunts in the hands of Class S2 steam locos.

36. Unlike the North Coast line which did not offer any sea views, the line to Port Shepstone hugged the coast as far as possible from Amanzimtoti south to Port Shepstone. Here a type 4M set operating as set C-22 is passing the suburb of Widenham, just south of Umkomaas, on its journey to Port Shepstone. The original type 1M trailer coaches were not fitted with toilets for use in Cape Town but when transferred to Durban it was soon apparent that, given the longer journey times, this facility was a necessity. Departing from the more traditional practice where toilets were fitted at the ends of vehicles, toilets were fitted near the middle of the coaches, as illustrated in the ex second class vehicle in the second position in the set and the two ex first class vehicles in the third and fourth positions. Date: April 1980.

37. Apart from the fact that this picture is in black and white, whereas Peter's shot of the 4M set in photo 36 is in exquisite colour, a 14R on the steam equivalent of the same train will usually trump the electric set......

38. Towards the end of steam operations on the Durban – Kelso route even the larger 15CA/B locomotives began to appear on passenger trains. Here in 1968 a Kelso-bound suburban set is making its way through Widenham, south of Umkomaas, with a 15CA in charge.

39. Running with a clean stack, this 14R is negotiating the final S-bend before pulling into Umkomaas with train no. 763, the 11.43am daily except Sundays semi-fast Port Shepstone – Durban passenger. It has run all stops from Port Shepstone, but after Umkomaas it becomes an express, stopping only at Rossburgh and Berea Road before terminating in Durban. This section of track, laid practically on the beach, is typical of much of the South Coast beyond Amanzimtoti and whilst reminiscent of the Muizenberg – Simon’s Town line on the Cape Western system, here it continues for the best part of 55 miles.

The leading coach makes one wonder how long 'institutional memory' is and at what point does it begin to fade? In photograph 4 mention was made of the coach behind the locomotive as having toilets; in South Africa considered a necessity on journeys over 45 minutes and in the past rigidly adhered too on the Port Shepstone trains. This time frame is however debatable, depending on facilities on stations, among others. Here we have a coach on the train with no toilets and yes, one can argue that the coach next door has so it is not such a big deal. However, if the train was full that could be a slight problem. Clearly it was not on the day that Brian took this photograph. The coach in question was a second class type O-15 of Era-2 (1925-1929), with the small square quarter light above the drop windows. With the abolition of second class in Natal in 1968 it became a first of type L-30.

40. Up goods train no. 830 is southbound between Umkomaas and Claustal, the two Class 1Es making easy work of the light load. On the subject of Claustal, it is one of the few places in the country where the station and the town (or in this case, hamlet) have different names. The story goes that the original settler in the area was a farmer of German extraction, who in the mid-1800s named his farm after the Hanover (Germany) town of Clausthal, but the hand-written title deeds were later misread as Clansthal, the name subsequently adopted for the area. However, the mistake was later picked up by the SA Place Names Commission and in the 1950s the station name changed to Claustal, which it still retains today. However, the surrounding area is still commonly known as Clansthal….all because of some indistinct handwriting on a legal document!

41. When the line to Kelso was energised on 3 September 1968, trains to Port Shepstone were hauled by class 5E1’s, either as single units or in pairs, or class 1Es either in pairs or 3’s as far as Kelso. Here a single 5E1, still with the stripe running the full length along the body side, is seen heading south at Claustal with an assortment of 4 brake vehicles immediately behind the locomotive. Locomotive hauled carriages on the lower South Coast were all fitted with 3 steps per door because of the low platforms (or complete lack of them) at halts south of Kelso.

42. The Reynolds Bros Sugar Mill was about a mile inland from Renishaw siding on the north bank of the estuary of the Mpambanyoni River at Scottburgh. When SAR was in a hurry, as frequently was the case, it would drop off the stalk-cane loads at the siding and the Mill's spectacular shunting locomotive would go and fetch them. On the right is the Mill loco foreman, whose name unfortunately has been forgotten. Did I hear you mutter "not very efficient", Briggs? Well let me tell you the fuel (cane trash) was free, as was the water, and the plant was self-generating so no capital costs. The driver was a fully turbaned Sikh and the fireman, well you can see him at the front there - when not looking out for obstacles on the line he was gathering trash fuel. One more thing: his footwear cost the company nothing either.

43. Renishaw's duel-gauge staging yard for cane waiting to proceed to the crushers. On the left an Avonside 0-4-4-0T Heisler-geared engine at the head of 100 empty golovans [1] has just set wheel on the 1/30 of the 2ft main line to Dududu some 25 miles away. It will drop off about 20 empties at each of the sidings along the way from where teams of oxen will haul them into the fields. On the right a GF is standing ready at the head of a block load of processed export sugar which it will take to Maydon Wharf in Durban. Visible in the background is the Mill's cardboard warrior [2], a 2ft-gauge Hunslet diesel shunter.

[1] the South African term for a skeletal unbraked, cross-loaded, 4-wheeled stalk-cane rack which, due to its rudimentary construction, had an unusually high pay-load/tare ratio.

[2] a term for non-descript, non-steam shunting locomotives coined by the late, much-lamented Basil (Badger) Roberts.

44. Many rivers in Natal had lagoons near the point of entry into the sea and often only flowed into the sea during the rainy Summer months. These lagoons offered opportunities for leisure activities, none of which are visible here as 2 class 1E’s head south with train 748, the 14h25 from Durban crossing the Mahlongwana River between Umkomaas and Claustal on Saturday, 13 March 1971.

45. Several attempts were made to promote excursion travel on the South Coast line. Here a special train heads north back to Durban from Kelso crossing the Mahlongwa River at Black Rock Lagoon at Renishaw with a locomotive not associated with Natal at all, a class 24 3688. The train consisted of a mixture of main line and type 5M2A electric plain trailers, with 2 EPT’s on either side of lounge car 805 and bracketed by 2 type GD-2 staff and baggage vans. Later a set of sitter main line coaches was allocated to the Natal region, complete with a dance coach, for excursion purposes but as this was not the core business of Main Line Passenger Services*, these short and even the much longer excursions were eventually discontinued.

Date: Sunday 27 August 1989.

* In reality, the 'core business' seems to have been to run as few trains as possible - regardless of collateral damage....

46. The GCA-hauled Durban – Port Shepstone test train for the Railway Society special in August 1971 crosses the Mpambanyoni River bridge between Renishaw and Scottburgh. This Pratt Truss type steel bridge would be replaced by a curved concrete structure a few years later, becoming the last one to be upgraded on the South Coast.

47. The midday sun shines on the Class 16 Pacific at the head of a Kelso-bound suburban train as it crosses the Mpambanyoni River bridge, approaching Scottburgh sometime early in 1967. Note that the top tie girders of the truss bridge have already been raised in anticipation of electrification of the Upper South Coast route, which would only be completed about eighteen months later.

48. A class GCA was just exiting the bridge between Scottburgh and Renishaw in 1965. It was working a goods train south to Kelso. The bridge was receiving its regular re-painting – something that we don’t see anymore today. Maintenance is a lost art on today’s railways in South Africa.

49. Swinging around from the same vantage point, one looked straight into this cutting. The same GCA heading on to Scottburgh and Kelso with her goods train.

50. The trial trip prior to the running of the special train to Port Shepstone has been mentioned already in part 1. In June 1964, just prior to the GCA’s coming off the Durban - Port Shepstone trains, Greyville locomotive depot in Durban had an allocation of 6 GCA’s and Port Shepstone 7 to work the service, including the branch from Kelso to Umzimto. Here GCA 2623 approaches the soon to be replaced truss bridge over the Mpambanyoni River at Scottburgh with the outer home and distant signals of an obviously closed Renishaw next to the locomotive. Date: August 1971.

51. By the mid-1960s the South Coast line had been relaid with 80lb (40kg/m) rail, allowing locomotives with all but the heaviest axle loading to work through to Port Shepstone. However, for some reason the diminutive Class GCA Garratts, which had been synonymous with the South Coast almost since their introduction in the late 1920s, continued to work local trains from Kelso to Umzinto and Port Shepstone right until the advent of electrification in 1971. Having heard news of their imminent withdrawal, the Natal Branch of the RSSA arranged a special train from Durban to Port Shepstone with Class GCA no. 2623 on Sunday, 5 September 1971. Here the train of period balcony coaches has stopped just past Renishaw station, allowing photographers to detrain for a staged run-past. Ironically, because of the axle-load restrictions south of Kelso, some of the Class 1Es which took over from the GCAs were actually older than the Garratts!

52. A Class GEA heads a southbound goods train between Renishaw and Scottburgh in the winter of 1967. If one looks carefully above the first of the tank wagons on the train, the N2 road over rail bridge for the Renishaw Sugar Mill service line can be seen. This was a fairly busy siding during sugar harvesting season, receiving both inbound sugar cane as well as outbound processed sugar products.

53. A Kelso – Durban suburban passenger train pulls away from Scottburgh with a Pacific at the head. The piles of permanent way material stacked next to the track are testimony to the upgrades taking place on the South Coast in the late 1960s, Scottburgh being earmarked as a crossing place for the 160 axle goods trains that were expected to run once electrification had been completed. Prior to reconstruction, Scottburgh had only a 274m long crossing loop, equal to just 68 axles – but this would be extended to 1 075m – long enough for even 200 axle air-braked trains, which would never materialise.

54. By 1967 it was still occasionally possible to catch a veteran lightweight Class GCA working goods trains south of Kelso, as Brian was fortunate to do this Saturday morning. The train is 816-up, the 7.13am daily except Sundays tranship and pickup train from Maydon Wharf (South Coast Yard) to Kelso, seen here pulling into Scottburgh around 2pm and true to form for the almost legendary “Saturday morning wayside”, it appears to have been running almost 90 minutes ahead of time (despite a specific instruction in the working time book that stipulated that “Wayside trains are not to be despatched more than 30 minutes before schedule”!). No doubt contributing to the early running was the apparent lack of intermediate traffic on the day, with the GCA, just ex boiler washout, running easily within the 500 tons for 56 axles limit on this line. The larger GFs were allowed 550 tons for 72 axles.

55. The apparent haste of this Saturday morning wayside is about to be severely checked, as it would be held at Scottburgh (perhaps the foreman was a stickler for regulations…or more likely some shunting needed to be done here), while another Saturdays only train, this time 828-up goods (11am Maydon Wharf – Kelso) with a 15CA in charge, and which had crossed 763-down at Renishaw, was allowed to overtake the lowly T&P, still cooling its heels in the loop. Note the DZ of ballast first up on the 15CA’s train, no doubt on its way to assist with the upgrading of the routes beyond Kelso.

56. Around 10am, a Class GEA heading an interesting array of goods wagons, quite possibly 812-up (7.38am daily except Sundays Maydon Wharf to Port Shepstone), threads its way through the four spans of the Pratt-type truss bridge over the Mpambanyoni (Zulu for “confuser of birds”) River between Renishaw and Scottburgh. The bridge has already been raised in anticipation of the impending electrification, which would end steam’s reign over this section by the end of 1968. In fact, even this bridge would not last all that long, as a new alignment would see it replaced by a concrete structure within the following ten years.

57. The happy throng frolicking on Scottburgh’s main beach would suggest that this photo, which features a panoramic view of a 14R heading southbound local 744-up (9.36am daily Durban – Kelso) over the Mpambanyoni River bridge, may have been taken during the Michaelmas school holidays in 1967. Train 744-up was the official South Coast connection for passengers off 199-down, the overnight Trans-Natal from Johannesburg to Durban, which was due in at 9.15. However, passengers destined for the Lower South Coast, would have to wait almost an hour longer for 746-up, but at least this ran express to Umkomaas, thence all-stops to Port Shepstone.

58. Drifting smokelessly, this 14R heads a southbound Kelso suburban over the Mahlongwana River lagoon between Umkomaas and Claustal in the winter of 1968. Mahlongwana means “eyes” in Zulu, so would that make this the “River of Eyes”…? Steam would last less than six months on this route and the Greyville crew would no doubt have been pondering their future on 5M2A electric motorcoaches, 1E and 5E units. Perhaps a harbinger of times to come during what was arguably the Natal North and South Coast’s “Indian Summer” of steam, the high level cirrus clouds overhead are said by some amateur weather forecasters to portend an approaching cold front.

59. Another view at the Mahlongwana River between Umkomaas and Claustal, this time of a type 4M set heading to Port Shepstone with a nice array of fair weather clouds providing a backdrop. Date October 1979.

60. Train 792-up, the 10am semi-fast from Durban to Port Shepstone, passing the back of the Cutty Sark Hotel at Scottburgh with 14R 1759 in charge in 1965.

61. With T&P 816-up safely out of the way on the loop, a 14R heading 763-down (11.43am Saturdays only Port Shepstone – Durban semi-fast) runs through the main line at Scottburgh.

62. 'Low tide at Scottburgh' or perhaps 'familiarity breeds contempt'. Careful perusal reveals not a soul taking any notice of the GCA with 816-up T&P about to cross the Mpambanyoni bridge early in January 1963.

63. Having just come off the truss bridge over the Mpambanyoni River, class 1E’s 63 and 93 grind up the south bank with train 752 into Scottburgh on Sunday 31 January 1971.

64. Once electrification had been completed to Kelso, most local passenger trains were worked by 5M2A sliding-door EMU sets. The exceptions, however, were the ‘long distance’ Port Shepstone trains, which continued to be locomotive-hauled, with a change of motive power taking place at Kelso. Here in 1969 a Class 5E1 crosses the Mpambanyoni River bridge and approaches Renishaw’s outer home and distant signals with northbound 761-down (12.15pm Saturdays only Port Shepstone – Durban) which would have been hauled by a 14R as far as Kelso. A distant signal operated is usually an indication that the train would proceed through the station, but in this case 761 was booked to stop for passengers, and the distant at “all right” simply informed the driver that the next section was clear and a token had been drawn for his train. After Umkomaas it would be express to Rossburgh, Berea Road and Durban.

65. Coming forward to 1997 – 22 March to be precise, I have included this photograph to show how our railways were already deteriorating! Look at this filthy 5M2A EMU set passing Scottburgh – it has not been cleaned for years!

66. Having spent some time servicing at Kelso, the GCA on the test train in August 1971 (see photos 12, 27, 35, 36, 37 and 122 in Part 1) has its safety valves blowing off vigorously as it proceeds northwards towards Park Rynie.

67. Charles Parry writes: "An unseasonable flood* over a weekend in May 1959 washed away the northern approaches to both road and rail bridges over the Mpampinyoni river at Scottburgh. Both bridges were saved by the embankments giving way to the force of the flood. (several people from Durban had gone to see the sights and crossed the road bridge, they saw more than they had bargained for as the road was washed away, marooning them on the wrong side; only several days later could they return to Durban via Ixopo...late for work)."

*Classified by the Department of Water Affairs as a 500-year flood.

68. In steam days Kelso was a 10 minute stop for all passenger trains which allowed curious passengers sufficient time to go and see the busyness up front (with steam there was seldom time for loafing). This was the return run for a Schools and Varsity's camp to Southbroom in July 1953 and the two young fellas were Donald Baker and Stephen De Gruchy (spelling?). Don, a frequent contributor to SoAR, is unfortunately no longer with us but we've lost touch with Stephen.

69. A GCA-hauled southbound goods having its engine's fire cleaned along with a general wash and brush up en route to Port Shepstone in October 1959. Peter has diligently recorded the visitations of CGR and CSAR coaching to Natal after the formation of SAR in 1910. Equally fascinating were the wanderings of CGR (but not CSAR) locomotives - as with this class 8A on loan from Greyville performing pilot duties at Kelso in October 1959.

70. Northbound freight arriving at Kelso with four tankers of molasses followed by several wagons of processed sugar from Sezela Mill. On the left is the partially made-up Umzinto mixed waiting to be shunted into the platform road.

71. And here is one of Kelso's two GCAs making up the Umzinto mixed while a 16R/CR brings in the stock for 777-down 05:58 am daily SuX Kelso - Durban 'semi-fast'. October 1959.

72. Waiting for its 05:58 am departure, 777-down Kelso - Durban semi-fast behind an unknown 16R/CR ready to go and chomping at the bit.

By 1959 most, if not all the screw-pile bridges along the South Coast main line had been replaced, an epic project that was commenced just after WWII. At the same time, the track was relaid with 80lb and 96lb material. Completion of these two major projects along the whole route from Durban to Port Shepstone by the early 60's enabled the use of 14Rs and 16Rs/CRs - the beginning of the end for the GCAs which had dominated this route since their introduction in the late twenties.

One last thing: you will have noticed the trench in the foreground and the chopped off main platform. This marks the start of the complete remodelling of Kelso preparatory to eventual electrification of the South Coast main line.

73. If, as seems likely, Kelso ever had a covered engine shed, it had disappeared by 1959 and the 'loco' was simply these two tracks and an old NGR water column with a raised platform for loading coal. On shed this day were 7A 984, GF 2425 and GCA 2190.

74. The original NGR water column in the main yard at Kelso, still in use in October 1959. In the background is the Umzinto mixed still waiting to be shunted into the platform road.

75. Still uncovered but with a much grander coal stage: Kelso loco on its new site where once the old station had been, in October 1969. At home were two 14Rs, a GCA and a 16R/CR.

76. In January 1965 at Kelso, 14R 1742 with a surprisingly clear chimney, steamed past with train 801-down for Durban.

77. Garratts of Classes GCA and GEA, the smallest and largest steam locos employed on the South Coast in the 1960s, rest between weekend shifts at Kelso loco depot in 1968.

78. The front-on view of the GCA at Kelso loco. In the background, the coalstage workers have stockpiled an impressive pile of coal to keep the depot going through the weekend, with some more coal-laden B bogies placed ready for offloading on Monday morning.

79. A Class 16R/CR arrives at Kelso with a short 7 coach suburban return working from Durban, the station foreman standing ready to collect the Van Schoor tablet from the fireman. The points and signals would have already been set for the loco to turn on the triangle and then call at the loco depot for servicing.

80. The GEA has moved over to take water whilst the Greyville Class 16 Pacific takes its place under the coal stage, the discharge chute lever already being operated from above. The ashpit is strategically placed to allow the fire to be cleaned while coal is replenished.

81. The Sunday, 5 September 1971 RSSA Durban – Port Shepstone special has reached Kelso, and GCA 2623 “Joey” has crossed over to take water at the loco depot.

82. Much later in the afternoon, the special train is on its way back to Durban and 2623 is again at the Kelso loco depot for servicing. With electrification now in place all the way to Port Shepstone and Umzinto, this depot was officially closed and already showing signs of neglect. Emergency back-up loco no. 2199 “Mona” was also at the depot and as a special treat for passengers, both locos were coupled together to double-head the last stretch from Kelso to Durban.

83. A portrait of the two GCAs at Kelso loco depot without passengers and bystanders in the way…...

84. With both steeds harnessed, the RSSA special awaits the “right-away” to depart Kelso for Durban. By 1971 those historic balcony coaches were already on borrowed time and most, if not all, would be withdrawn from service within the next few months.

85. On Sunday 5 September 1971 a special train was run from Durban to Port Shepstone and back for which a trial run had been organized as already mentioned. The trial run GCA 2623 was used for the special train and following a “belt and braces” approach the Natal System also prepared GCA 2199 just in case something went wrong with 2623. The latter performed well and on the return run 2199 was added to the consist at Kelso to double head back to Durban. Your photographer in all the years he lived in Durban had only on one other occasion seen double GCA’s on a Port Shepstone train. One Saturday in the early 60’s train 792 (renumbered from November 1963 to 746), the 10h00 to Port Shepstone with 10 coaches was standing at Durban’s platform 6 with 2 GCA’s at the head end. The Trans Natal came into platform 8 running a little late and after much ado one of its second class saloons of type E-16 number 8888 was shunted off and after the GCA’s had moved out of the way, 8888 was coupled to the front of the consist of 792, which at that time was the third class end of the train. After the GCA’s recoupled they departed, albeit now running late, with this steel Metropolitan built carriage, loaded with school children and some nuns, right behind the locomotives. One wonders why Operating did not just reduce the load of the train by one third class coach and obviate the need to double-head.

86. All quiet at Kelso, with a GCA simmering in the yard and piles of goods waiting to be loaded into the tranship truck on the next wayside train. Note the large wicker baskets, clearly marked SAR-SAS, for conveyance of sorted parcels and other small consignments. In the foreground a team of track workers appear to have taken their lunch break, abandoning their shovels on the station lawn in the meantime. It is quite possible that they had been engaged in clearing sea sand from the tracks, as Kelso is situated practically on the beach and was continually plagued by wind-blown sand.

87. Class 14R 1736, with the 08h15 from Port Shepstone, drifts into Kelso northbound passing the nameboard reminding one of the branch line to Umzinto. The second vehicle is most likely number 5202, one of 6 vehicles, originally 2 each of three suburban types, with clerestory roofs placed in service in Natal in October 1916. Date: December 1968

88. Early in 1969, just a few weeks after the overhead power had been switched on as far as Kelso, the RSSA Natal Branch arranged a Society outing to experience the remaining steam action between Kelso and Port Shepstone. Here they witness the arrival of train no. 730, the 7.55am Saturdays only semi-fast passenger from Durban to Port Shepstone, with Class 5E1 E618 in charge.

89. With the electric unit having transferred to Durban-bound train No 745 across the platform, several of the participating members watch and record the Port Shepstone-based Class 14R coupling on at Kelso. They would travel on the train to Port Shepstone, spend the afternoon viewing activities there, before returning on the last train of the day.

90. Another day, another visitor. This time a Class 15CB takes its turn under the Kelso coal stage, no doubt on a round trip from Greyville. The regular “depot mossie” Class GCA looks on from an adjacent line. (“depot mossie”: Afrikaans slang for a driver or loco that never wanders far from its home turf).

91. On 31 July 1976 Greyville turned out its last locomotive for a passenger turn – and this was also quite possibly the last time that a 14R visited its old South Coast stamping ground. Greyville depot was just two months from final closure and thanks to RSSA Natal Branch Organiser Peter Robinson, arrangements were made for 14R 1733 “Bayhead” to operate a Railway Society farewell to steam special to Port Shepstone. This loco was one of only a handful still in service in Durban, and was the regular performer on the Bayhead 012 “New Works” hauler. Here the train has just arrived at Kelso with seven coaches packed full of railway enthusiasts from all over the country, and 1733 has been uncoupled in preparation for scheduled servicing in the yard (which regular driver Willie Marais deemed unnecessary, so it was simply recoupled and after posing for photos, proceeded on its way). This photograph, taken from the pedestrian footbridge, shows just how close the station was located to the sea. Needless to say, nothing metallic at Kelso was ever safe from the corrosive salt air environment…!!

92. Although an extended stop had been scheduled at Kelso, 37 miles from Durban, to top up with water, this turned out not to be necessary. It provided passengers with an opportunity to stretch their legs and allow the driver and fireman to have a well-deserved break for a cuppa. Passengers were unaware that 1733 was running a ‘hot box’ on the leading driving wheel. One of the footplate crew – is it the driver, Willie Marais (?), seen here inspecting the problem.

(With acknowledgement to Alan F Clarke’s account in SA Rail titled ‘A brass dome on the South Coast’, SA Rail, August 1976, pp.5-8).

93. Class 14R 1733 was so beautifully turned-out that I decided to include two more shots taken by Eugene Armer of her at Greyville Loco before the trip started. Eugene writes: Here is the first shot taken at Greyville on the morning of 31st July 1976. Class 14R 1733 is being prepared for its special RSSA day trip from Durban to Port Shepstone. According to my notes, the only locos on shed that morning were 14R's 1733 and 1727, H2 329 and S2's 3702, 3776 and 3778, six loco's in all.

94. This is the second shot of 1733 at Greyville on 31st July 1976. The previous one was taken inside the shed, receiving some last-minute TLC before moving outside to the water column. This loco was well known for its brass boiler dome-cover. Its regular driver was the well-known Willie Marais.

95. In January 1965 I had a very enjoyable visit to the Umzinto branch line from Kelso. I started off at Kelso and my first photo was this GCA 2603 working a mixed to Umzinto.

96. GCA 2603 with her mixed packet for Umzinto as she swung away from the coast. In the background the 1960 alignment of the main line down to Port Shepstone bridges the mouth of the Umzinto River. The tracks in foreground are the original main line, now converted to a head shunt (see Bruno's map and the first few images in segment 3 of the South Coast chapter).

97. GCA 2614 approaching the National Road underpass near Kelso with a load of stalk cane from Esperanza.

In this service these Port Shepstone GCAs worked a complicated diagram: starting from their home shed they went light to Umtwalume where they picked up loaded stalk cane (brought in on the Umtwalume Valley Estates private 2ft-gauge system and transhipped). The loaded cane was taken to Sezela, dropped off and empty B wagons picked up. These were worked to Esperanza and exchanged for loaded cane to be transported back to Sezela. Empties were again picked up at Sezela, worked south to Umtwalume and exchanged for another load of cane for Sezela. The first cycle would be repeated but on some diagrams the engine would fit in an Umzinto-Kelso-Umzinto passenger shuttle before returning to Esperanza for more loads for Sezela. After that, empties to Umtwalume and quits for the day. Two engines were employed on this diagram together with four crews (as related to Charlie by the senior Port Shepstone SAR driver Oom Piet Roetz who elected to drive for ACR rather than be transferred when the Harding line closed in 1987).

98. Another shot of 2614 and her train rolling down to the junction at Kelso.

99. In the 1960s and 70s sugar cane traffic was a major commodity for the SAR, and in peak harvesting season, up to eight trains a day would be booked for the clearance of sugar cane from Esperanza and the sidings along the Umzinto branch, directly to the Sezela sugar mill (second largest in Natal after Tongaat). In this 1968 photo, the GEA on train 854-up (6.40am conditional goods from Esperanza to Sezela) has been drafted in to assist with the large volume of cane traffic on offer, and is hauling the full permitted capacity of 25 B wagons and a van, adding up to around 1 000 tons. Much of the cane would have been transhipped from narrow-gauge wagons brought down the Ixopo line, as well as by the private sugar tramway system to Esperanza. Once at Kelso, the loco will run around the train and then proceed the four miles southwards along the coast to the extensive reception sidings at Sezela Mill. There was an official concession that allowed the guard’s van of these trains to remain at the front of the load for the short twelve minute shuttle from Kelso to Sezela. With the track beyond Kelso strengthened with second-hand 80lb/yard rails in 1966, it was possible to see these trains being worked by various classes of locomotives, including GCA, GEA, GF, 14R, 16R and 16CR.

100. GEA 4029 on an Esperanza-Sezela cane shuttle, October 1969. By this time use of the GCAs on cane haulage had begun to tail off.

101. Chugging up the Umzinto River valley from Kelso. Note the guard's van on which we were travelling right behind GEA 4029. There were another 25-odd empty B wagons tailing along behind us on their way to being loaded at two private sidings and at Esperanza.

102. Our first stop was at Reynolds Bros siding 455 where we dropped off a few B-bogies for the considerable pile of harvested cane to be loaded.

103. GEA 4029 detaching the B-bogies for loading at Reynolds Bros siding 455. In contrast to elsewhere around the globe, and Queensland in Australia in particular, very few of the South African sugar farms were in level territory, and none on the South Coast. Those level-looking contours on the cane-covered hills in the background were all there to facilitate temporary tracks for teams of oxen to haul golovans in for loading. A few of these contours had permanent tracks that could allow locos to haul in the golovans.

104. There's something about a pith helmet - especially a white one - that gives its wearer the stamp of imperial authority. What looks like an early and extremely primitive motor trolley and the District Engineer on an inspection of the Umzinto line, c 1920. In the background is the suspension bridge of Reynolds Bros main tramline from Esperanza to Sezela. This line is mentioned on Bruno's map of the Umzinto branch and dates from the opening of the huge new sugar mill at Sezela in 1915 whereupon the much smaller and outdated mill at Esperanza was closed. The 'tramway' and this bridge (in reality a 2ft-gauge railway) were the conduit for all raw cane from the Esperanza/Umzinto farms until 1944 when length-loading of stalk cane was replaced by cross-loaded cane thus giving a much higher payload/tare ratio. The only problem was the suspension cables of the bridge were too close together thus making the bridge redundant. From then on until road transport took over in 1970 all cane went from Esperanza to Sezela via the SAR.

105. Esperanza became a crossing station on the Umzinto branch in 1901 and was connected with a short spur to the Reynolds Brothers sugar mill. In 1908, Esperanza became the southern terminus of the 2ft gauge ‘Stuartstown Railway’ which followed a tortuous alignment over 95¼ miles to Donnybrook Junction, where it connected to Cape-Natal Line. Here, it continued for another 2½ miles on a dual-gauge section to its northern terminus at Donnybrook. The narrow gauge engine depot and workshops were initially located at Esperanza. During 1923, a third rail was laid between the ‘Cape’ gauge track and extended by 1¼ miles to Umzinto. It is not known whether the narrow gauge engine depot and workshops were also moved at the same time to Umzinto. This undated photograph appears to be a staged composition of the station staff with some of the local population joining in for the occasion.

106. A GCA arriving at Esperanza with a shuttle from Sezela in October 1959. It will park off the empty B-bogies in the cane-loading sidings in the background and then attach loads (visible in the background) to the van just behind the engine, before returning to Sezela as described in the captions to photos 97 & 99 above. The original station building and junction layout for the narrow-gauge line to Donnybrook were still as they always had been.

107. Staff exchange at Esperanza. It tooks like there were two customers for 826-up, the Umzinto - Kelso shuttle, just drawing into the broad-gauge platform of this dual-gauge station. It was scheduled to connect with 853-down Port Shepstone to Durban semi-fast (a semi-euphemism) at Kelso. October 1959.

108. 873-down, ostensibly a mixed but with no goods vehicles this trip, restarting from Esperanza. Note the guards van (in this case a passenger brake) marshalled next to the engine. Here is the WTB's specific instruction regarding the arrangement: "803, 805 and 873 - may be worked from Kelso to Umzinto without a brake vehicle in rear but in such cases a brake van with end door must be marshalled next to the engine. The Guard/examiner must comply with Train Working Regulation No's 198 (2), (3), (4)."

Just ahead of the engine is the merging set for the Donnybrook line. From here on the line to Umzinto was dual gauge. Just ahead of the junction is another interesting rail fact: what looks like a starter is in fact a full home signal protecting a triple level crossing of one of Reynolds Bros 2ft-gauge sugar tramways and the two SAR lines to Umzinto.

109. I stood in the almost identical position to the photographer who took the historical view seen in photo 105 of Esperanza Station something like 65 years earlier!

110. The mixed from Kelso has just arrived at Esperanza behind GCA 2603.

111. Another GCA No.2614 has pulled in alongside the platform at Esperanza with a string of empties. The guard is discussing the shunting movements that are needed to place the empties on the right roads for loading. If any class of engine deserved to be feted as the “Queen of the South Coast” – it would have to be the class GCA!

112. Discussion time is over – it is time to shunt – so 2614 gets busy! The van’s doors are left open during the shunting operation.

113. A narrow gauge train heads off to the right on the line to Highflats and Donnybrook while 2614 simmers away quietly at the station.

114. GCA 2603 heads off up the 1½ mile dual-gauge section to Umzinto with the mixed from Kelso. The 2ft gauge line in the foreground is the section to Highflats and Donnybrook.

115. GCA 2614 and her crew take a break alongside the platform at Esperanza.

116. A unique piece of trackwork at Esperanza in 1965: The dual-gauge SAR lines crossed over a narrow-gauge sugar line near Esperanza Station. The latter operated by the Reynolds Brothers tramway system (see photo 119). The signal was one of two protecting the SAR at this crossing and in belt-and-braces fashion, the point rodding on the right operated a derailer

on the Reynolds Bros' line. There was one to the left as well (see the extract from the Local Appendix in the caption to photo 119).

117. The split of the gauges at Esperanza – 3ft 6in to Kelso – straight and 2ft to the right – to Highflats and Donnybrook in 1965. A striking example of 'Permanent Way', I never thought that I would live to see this very scene totally derelict and I did – in March 1997.

118. Repeating the scene in photo 117 but this time with GCA 2603 ready to depart with her mixed packet on her final short run to the end of the line at Umzinto.

119. GCA 2603 does a spot of shunting around Esperanza before heading up to Umzinto.

120. GCA 2603 is approaching Esperanza from Umzinto with a sole passenger coach heading for Kelso. Obviously, there was no goods traffic off Umzinto for this return trip to Kelso. The two semaphote signals were usually in the off position for SAR trains. They were hand-operated and both were put at danger when a cane train was about to cross. After this was done the cane-train driver had to get written permission from SAR's station foreman at Esperanza before proceeding.

121. GCA 2614 shoving her load of sugar-cane onto the main line before setting off for Kelso. This is the same train seen in photos 97 and 98 near Kelso.

122. Photo 116 shows the unique dual-gauge level crossing of two SAR gauges from Esperanza to Umzinto and the Reynolds Bros 2ft gauge private tramline into the Humberdale hills. This marks the start of a fierce climb of almost 500 feet from a standing start because the driver had to obtain permission to cross the SAR*. When this photo was made in October 1959 Esperanza No 4 was the oldest working tramway locomotive on any Natal sugar estate. Originally Reynolds Bros No 1, a 20" gauge Avonside 0-4-0T (1422 of 1901), she was converted to 2ft-gauge in 1915, becoming Esperanza No 4. Upon retirement in 1968 she was plinthed at Maydon Wharf Sugar Terminal in Durban. The man on the left is at the ground frame that operated the two signals that protected the crossing. Ashley Peter, our Operating Dept man in Durban, has kindly provided the following extract covering the movement of Reynolds Bros' trains over this crossing:

* Clause 36, Part VI of the Local Appendix for the Natal System:

ESPERANZA: CANE LINE CROSSING

(1) Reynolds Bros. Sugar Estate cane line intersects the dual gauge line inside the warning board on the Umzinto side of Esperanza station and is used for the conveyance of sugar cane.

(2) The cane line is provided with derails which must be set and locked in the normal position. The derails are locked by means of a special lock, the key of which must be kept in safe custody by the station master at Esperanza.

(3) The Station Master, Esperanza, or in his absence, the operator on duty, must personally authorise all movements of cane vehicles over the crossing. All such movements over the crossing must be confined to daylight only.

(4) Up and down signals, interlocked with the cane line derails, are erected alongside the dual gauge track, approximately 100 feet on either side of the cane line crossing. These signals, which are operated from ground frames situated at the intersection of the cane and dual gauge lines, are normally at “all right”.

(5) The ground frames, referred to in the preceding sub-paragraph (4), are locked in the normal position by special keys, which must be kept in safe custody by the station master at Esperanza.

(6) When cane vehicles require to proceed over the crossing, they must be brought to a standstill clear of the derail. Thereafter the servant in charge of the movement must advise the station master at Esperanza or in his absence, the operator on duty, accordingly, who must ensure that the section between Esperanza and Umzinto is clear of all trains, and will be kept clear until the movement over the crossing is completed. Thereafter he must unlock the derails and ground frame, place the signals at “danger” and orally authorise the movement of the cane vehicles over the crossing.

(7) Immediately the cane vehicles have passed over the crossing and are clear of the derail, the station master or in his absence the operator on duty, must replace and lock the derails in the normal position. He must then return the signals to “all right” and lock the ground frames in the normal position.

123. GCA arriving at Esperanza in September 1969. Four years have elapsed between this photo and the previous one. During that time Esperanza has been completely remodelled. The historic old station building (photo 109) has been demolished and replaced by ugly modern face-brick buildings on the east side of the tracks; the broad-gauge sidings have been trebled in capacity (in time for the Road Transportation Act of 1977); likewise the 2ft-gauge sidings. The confluence of the two SAR lines has been shifted closer to Umzinto and Reynold Bros' main line to Humberdale now has to cross two separate tracks - see next photo.

124. The Reynolds Bros tramway still where it always was but the Donnybrook line junction has been moved closer to Umzinto. A portend of things to come are the two overhead-mast foundation blocks to the right of the GCA. The bland and ugly new station buildings are clearer in this picture. September 1969.

125. The freight shown in the previous two pictures has finished shunting and is now getting out of town in style.

126. The same train about to join the Donnybrook line with just over a mile to go to Umzinto.

127. GEA 4029 has just deposited her empties in the transhipping sidings at Esperanza and is about to set back onto the loads that will have to be placed where she can go around them for the run back to Kelso. Note the modified arrangement of the cane-railway crossing to accommodate the now divided broad and narrow gauges. The separation was made long enough to facilitate a shunting neck for the narrow-gauge sidings at Esperanza, previously always a bone of contention.

128. Having collected her load of transhipped cane, GEA 4029 is setting back prior to running around the load for the journey back to Kelso, where it will run around again and this time couple to the guards van to take the cane loads on to Sezela. October 1969.

129. A GCA-hauled block load of pulpwood transhipped off the Donnybrook line at Umzinto, passing the Reynolds Bros' farmworker's village at Esperanza on its way to Saiicor at Umkomaas.

130. The same train moments later passing the canteen. Free-range geese with their goslings ensured a continuous supply of fresh protein for the staff.

131. GCA 2603 approaching Umzinto with the mixed from Kelso.

132. Umzinto: end of the line from Kelso. The GCA is busy shunting in the yard. Note that the mileage (50¼) is given from Durban, not the junction at Kelso.

133. Driver E.P.Walker with his trusty steed – GCA 2603 at Umzinto – 1965

134. A jumble of gauges at Umzinto. In the distance a NGG16 is serving the brand-new pulpwood transhipping gantry while to its left the same GCA and pulpwood load seen in photos 129 and 130 is ready to depart for Umkomaas.

135. A few years earlier, in February 1964, the gantry had not yet been built and pulpwood logs from off the Donnybrook line were laboriously being transshipped by hand. The gentleman in whites is Harry Hayes, son of the last main-line steam Locomotive Foreman at Ladysmith. Harry was a steam man in his own right, being the engineer of the "Sir William Hoy" with the cleanest, neatest engine room you would ever see.

136. Only three weeks old in October 1969, Hunslet-Taylor NGG16 No 152 about to set off for Highflats on the Donnybrook line while GCA 2190 makes up a broad-gauge train.

137. When Eugene Armer visited Umzinto 4 years later, it looked rather different with catenary and electric units instead of GCA Garratts. Eugene adds: This was taken on 19th July 1973. Class 1E's E86, E91 and E81 arriving at Umzinto with a short goods from Kelso, just two ES shorts and a van. Note the VW Beetle that belonged to one of the SAR staff.

138. In 1979 Don photographed these parked-off 1Es in Umzinto yard. Why they were idle was never explained but the consequences of the Road Transport Act were felt immediately on the Umzinto Donnybrook line, so it is quite possibly the result of cancelled pulpwood shuttles between Umzinto and Saiicor at Umkomaas.

139. Shortly before the Umzinto branch was washed away, class ES shunting locos were sent to perform station pilot duties at Umzinto.

140. In March 1997, I got another surprise: Umzinto Station was now a Seventh-Day Adventist Church! The line obviously closed. Rather this than derelict buildings like so many other abandoned railway stations all over South Africa.

This brings Part 19 to a close – with Part 20, we will pick the story of the line to Port Shepstone at its junction with the Umzinto branch, on the North bank of the Umzinto river at Kelso.