System 6, Part 21: Estcourt–Weenen Railway

TWO-FOOT GAUGE RAILWAYS IN NATAL

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.

The request for photographs taken on the Natal Two-Foot Gauge Lines generated a selection of over 700 images from our contributors. It was decided to split the chapter into seven parts following on from the numerical sequence of System 6 Natal:

Part 21. Estcourt–Weenen Railway.

Part 22. Umlaas Road–Mid Illovo Railway.

Part 23. Ixopo–Donnybrook (Stuartstown Railway) and Union Bridge (Ixopo)–Madonela branch.

Part 24. Port Shepstone–Harding Railway (Alfred County Railway).

Part 25. Port Shepstone and Alfred County Railway (ACR).

Part 26. Natal Narrow-Gauge Motive Power.

Part 27. The Natal Narrow Gauge Preservation Group.

A special thank you is extended to Leith Paxton, who generously provided us with his collection of images and placed all his information on the narrow-gauge railways at our disposal.

The following photographers and colleagues (in alphabetic order) contributed photographs to this chapter:

Alan Barnes; Allen Duff; Allen Jorgensen via Dick Manton; (late) Brian Couzens and (late) Nino Monte via Ashley Peter (RSSA Natal Branch); Bruno Martin; Charles Parry; Charlie Lewis; (late) Dave Parsons and (late) Mervyn Tunmer via Les Pivnic; Garratt & Robert Bucher (R L Bucher Collection); (late) Harald Navé collection courtesy of Alfred Luft; John Middleton; Leith Paxton; Les Pivnic; Robbie Robertson via Charles Parry; Robert Maidment-Wilson; Roger Griffiths; THL via Yolanda Meyer

Thanks, as always, are due to Andrew Deacon for formatting the chapter and Charlie Lewis for posting it.

INTRODUCTION

Bruno Martin

The term 'narrow-gauge' applies to the railways of less than whatever gauge a particular country adopted as their 'standard gauge'. For the majority of the world's railways, Stephenson's 4 feet 8½ inches (1435 millimetres) gauge is regarded as 'standard gauge' while the term 'narrow-gauge' applies to anything less than that. In the South African context, the standard gauge for main and branch line construction was fixed at a modest 3 feet 6 inches (1 065 millimetres*) and is known as 'Cape Gauge' in Southern Africa. In South Africa, there were instances where the cost of constructing Cape Gauge agricultural feeder lines was considered too high, and the distance between the rails was brought closer together. The term 'narrow-gauge' applied to railways adopting 2ft 6in, 2ft or a lesser gauge.¹

South Africa's narrow-gauge railways developed a unique character. This character is captured in the images taken by the numerous photographers who have generously submitted their work to illustrate the following chapters covering the Narrow-Gauge Railways in Natal (now KwaZulu-Natal).

* Although the metric conversion is 1 067 mm, in South Africa, 1 065 mm is the official gauge width.

SETTING THE SCENE

In February 1901, two senior officials of the Natal Government Railways (NGR), J W Shores, Engineer-in-Chief, and W H Cobley, Superintendent Engineer of Surveys and Construction, went on an inspection tour of the two narrow gauge railways operating at the time in the Colony of Natal. There was the 2ft-gauge Stanger-Kearsney Light Railway, a private line some 8 miles long belonging to Messrs J L Hulett & Sons on the North Coast. Opened in January 1901, it conveyed both goods and passengers from the tea plantations at Kearsney to Stanger Station on the North Coast Line. On the estate of Messrs Reynolds Bros. Ltd on the South Coast, a 20-inch gauge tramway extended for some 5 miles from the mill at Esperanza up the Umzinto Valley for transporting sugar cane from the plantations.

Two years later, W H Cobley also travelled to the Cape Colony to view the working of the 2ft-gauge branch built by the Cape Government Railways (CGR) from Kalabas Kraal (Kalbaskraal) to Hopefield. He also went to Port Elizabeth to see at first hand the construction of the 2ft-gauge railway from Humewood Road to Geduld's River. Following his visit, he submitted a report in March 1903 detailing his observations and recommending the Natal Colonial Government should also adopt the 2ft gauge in the interests of uniformity, but the practice should be limited to building short feeder lines.

Sir David Hunter, the NGR’s General Manager (1897-1906), was not in favour of 'little railways'; in his view, they were "quite unsuitable for public traffic conveyance" and sarcastically referred to them as 'toy railways'. The strong representations of the farming community supported by Joseph Baynes² in the Natal Parliament, however, ensured a 23-12 vote favouring adopting a policy of building 'little railways' to open up the colony's agricultural districts.

In Natal, four Government-owned 2ft (610 mm)-gauge lines were built: the NGR opened the Estcourt–Weenen Railway in 1907, followed by the Stuartstown Railway (Esperanza to Donnybrook) in 1908. Construction of the first section of Alfred County Railway was started in 1910 by the NGR but opened from Port Shepstone to Murchison (Paddock) in 1911 by the South African Railways (SAR). Its extension was completed in two stages: first, to Izingolweni in 1915 and then to Harding in 1917. Construction of the Umlaas Road–Mid Illovo Railway was started in 1909 by the NGR and opened by the SAR in 1911. In 1914, the SAR opened a branch from Union Bridge near Ixopo to Madonela.

NATAL PART 21: Estcourt – Weenen Railway

compiled by Bruno Martin

Editorial contributors: Charles Parry and Ashley Peter ©

In memory of the legendary J ‘Billy’ Bester, who spent 21 years of his lifelong career with the SAR as the line's regular locomotive driver.

"Travelling on this little train of the thorn country is a real experience. It is certainly the only train in the world which gives the right of way to pythons. The inoffensive reptiles are common in the surrounding bush, and the train always does its best to stop and allow them to cross the line. Numerous rock rabbits and various antelopes also have their homes along the track."

T V Bulpin, Treasure of Travels Series, No.5. Johannesburg to Durban, 1973.

Map of Estcourt – Weenen Railway

Profile of Estcourt – Weenen Railway

Plan of the Station Yards

HISTORY OF THE ESTCOURT - WEENEN RAILWAY

The Weenen-Estcourt Railway was the first of four 2ft-gauge feeder lines authorised for construction by the Natal Colonial Government. Its function was primarily to provide the farming community of Weenen with a rail service for transporting produce and livestock before the advent of motorised road transport.

The town Weenen ("weeping" in Dutch) was laid out in 1839 (making it the second oldest town in Natal founded by the Voortrekkers³ after Pietermaritzburg) on a floodplain along the (Great) Bushmans River, near the site of the massacre of 282 Voortrekker men, women, and children by Zulu King Dingane's impis during the previous year. A town plan of 1843 by Commissioner Cloete recorded that "72 erven had been cultivated and bona fide occupied". With the transfer of the magisterial seat from Weenen to Bushman's River Drift (later named Estcourt) in 1848 and bypassed by the transport corridor from the coast to the interior, the town was left isolated and has consequently remained a dusty 'dorp' (town) off the beaten track. In 1884, a furrow was built to divert water from the Bushmans River to irrigate 850 acres of farmland, divided into 50-acre blocks, on the town's outskirts. This scheme proved so successful for growing vegetables, tobacco, lucerne and citrus fruit that another furrow, on a much grander scale, was opened around 1905 to increase the area under irrigation. By the early 1970s, there were some 3 000 acres under irrigation, making Weenen the premier vegetable-growing district in Natal.

Estcourt, first settlement founded by the British in the area, started in 1847 when Clem Heeley established an inn near the drift where the wagon track crossed the (Great) Bushman's River. The following year, when the Bushman's River Drift settlement became the magisterial seat of the Impofane District, a military post, Fort Durnford, was established on the hill overlooking the drift and by 1860, a bridge was built. In 1863, the first streets were laid out, and the settlement adopted the name Estcourt in recognition of the arrival of British settlers under the Wiltshire settlement scheme, sponsored by Thomas Estcourt, MP for North Wiltshire, England 1844-1865. By 1866 the town consisted of 12 houses, Heeley's inn, a general store, and the Magistrate's office. The Natal Main Line extension from Pietermaritzburg to Ladysmith was opened to Estcourt on 21 December 1885. During the Anglo-Boer War of 1899-1902 (also referred to as the 'Second War of Independence'), Estcourt served as the railhead during the four-month-long siege of Ladysmith. North of Estcourt, Winston Churchill, a war correspondent for two British newspapers, was captured by Boer Forces when an armoured train was ambushed on 15 November 1899. Estcourt was proclaimed a town in 1905.

SURVEY AND CONSTRUCTION

In 1902, a trial survey was run from Mooi River station along the Mooi River valley and across the intervening heights to Weenen. This route would have resulted in a line of considerable length through broken country. A route from Estcourt following the Bushmans River to Weenen was also investigated but considered too costly to build because of the nature of the terrain encountered along the winding valley.

1903 Survey Plan of the Estcourt – Weenen Railway

The route finally settled on and subsequently pegged out in 1905, took the narrow-gauge line out of Estcourt alongside the Natal Main Line for about a mile before striking diagonally across the Little Bushmans River valley. Four 40ft long second-hand lattice girders were brought down to the river crossing site, where, with the aid of a derrick pole, hand-winch and tackle, the girders were hoisted into position on the masonry piers and abutments. After crossing the Little Bushmans River, the line embarked on a steady ascent to reach the high ground to the north of the town. After five miles of steady climbing, the line comes Paapkuils, which at 4 116ft above sea level is the highest point on the line, 283ft above Estcourt and 1 275ft above Weenen. Up to this point, the earthworks were heavy with alternating cuts and banks, with the deepest excavation having a centre depth of 22ft and several reaching a depth of 18ft. Between Peniston and Haviland, the line meanders along the watershed of the Bushmans and Bloukrans Rivers for about 5 miles requiring only light earthworks. Leaving Haviland, the line descends to Deep Kloof (Wondergeluk?), where a concrete wall, 9ft high, impounds about 150 000 gallons of water. In the first years of operation, a hand pump was used to pump the water to overhead tanks. Some 11 000 cubic yards of hard, durable sandstone were excavated for ballast from a quarry near Deep Kloof. Crushed whinstone was used as ballast and to line cuttings and to stabilise embankments.

After Deep Kloof, the line gradually climbs above the 4 000ft contour as it loops around the bluff on a tight 200ft radius horseshoe curve and then falls on a steady grade on the 1 150ft descent into the Bushmans River valley – a hot and sub-humid tributary valley of the Tugela - to Halfway House (a hotel was once located nearby on the Estcourt-Weenen wagon track). Between the Halfway House and Mona, the line crosses two sizeable gullies on lattice girders, one over an unnamed watercourse feeding into the Inyandu* and the other over an unnamed tributary of the aManzamnyama*, the only other bridge structures of note en route. Each gully crossing required two 40ft lattice girders supported with masonry piers and abutments. The 40ft girders were lifted in position using a single derrick pole, hand-winch, and tackle. About half a mile from Mona, two wells were sunk to a depth of 30ft and connected by 25ft cross heading to pump water into four 400-gallon tanks. Locomotives needed to replenish their water supplies at this point on their upward journey.

After Mona, the alignment curves around Tiger Kloof (Tierkloof), a rugged valley choked with boulders and thornbush, on a 330ft descent to bring the line down to the flood plain of the Bushmans River. Extensive earthworks made a deep gash along the hillsides, with one rock cutting some 30ft high to the top of the batter. A 15ft semi-circular masonry arch culvert takes the line across the Tiger Kloof Spruit (Onothongo). On the last part of the descent, the fertile countryside dotted with farmhouses and cultivated fields comes into view. The 1½ mile section from New Furrow to just short of the terminus is the longest straight stretch on the line running alongside the Greytown-Colenso R74 main road. Weenen station is located about half a mile from the town centre, 2841ft above sea level.

Initially, a ruling gradient of 1 in 40 compensated for 300ft radius curves was intended, but this was modified at the time of construction to 1 in 33·3 compensated for 200ft radius curves. The permanent way comprised 35lbs/yd steel rails in 30ft lengths and 29ft long rails for the curves. Solid six-hole fish plates of the 'angled' type, 2ft long and 2⅜in deep, with plate chairs spiked to creosoted sleepers, 5ft 6in by 8in by 4in were laid on a shallow layer of 'first-class' broken stone. Under Natal Act No. 41 of 1904, authority was granted to build the narrow-gauge railway from Estcourt to Weenen, 28 miles 62 chains long. The estimated cost of construction was £117 000, but this was later revised to £90 000. The final outlay came to £94 130, including the initial order for rolling stock, which, at just over ₤3 270 per mile, was less than two-thirds of what a standard gauge railway would have cost to build.

Construction of the line was subcontracted in two parcels: work on the first 17½ miles was started on 11 September 1905, while work on the remaining parcel was started at the beginning of 1906 and completed at the end of June except for some earthworks at Tiger Kloof. Laying rails started from Estcourt in May 1906 but was held up while waiting for the completion of the Little Bushman's River bridge. By August, the railhead reached Halfway House; after that, laying the rails was paused to allow ballasting the track to catch up. Track laying resumed on 29 October, and on 11 December, the rails arrived at Weenen. When the Stuartstown Railway's construction contractors hired a locomotive and six wagons, the reduced availability of motive power and wagons retarded the completion of the Weenen Railway. Under construction conditions, a goods service operated as far as Halfway House from 4 October 1906 and extended through to Weenen by the end of the year. The early introduction of the goods service to Weenen before the official opening was arranged because the spread of East Coast Fever (tick fever) restricted the movement of ox-wagon transport. Consequently, the official opening was delayed until April 1907.

Passengers joined the train to Weenen at the Lorne Street frontage of Estcourt Station, where the carriages were drawn up without a platform or a covered roof. The goods station comprised a 600ft long dead-end siding running for a considerable part of its length parallel to the 3ft 6in gauge main line. There was an engine shed to house two locomotives, a turntable and a storage siding.

For historical accuracy, British imperial units of currency ₤ (pounds sterling), measurement (miles, yards (yd), chains (ch), feet (ft) and inches (in) and weight (lbs = pounds) have been retained.

OFFICIAL OPENING AND COMMENCEMENT OF SERVICE

A special train left Pietermaritzburg at 11:12 pm on 17 April 1907 carrying Government dignitaries and NGR officials and arrived in Estcourt at 8:00 the following morning. The inaugural train, taking around 80 passengers, departed at 9:30 am from Estcourt and arrived in Weenen at 11:40 am. According to The Natal Witness, "The station buildings were gaily decorated with flags and bunting and presented a gala appearance. The cadets of the Weenen School formed a guard of honour on the platform. After being given the signal, the train pulled back from the station and then slowly moved forward to break the ribbon strung across the track. Chas. Hitchens, Minister for Railways and Harbours, then declared the line open to traffic. "

STATIONS, HALTS AND WATER STOPS

Estcourt, 0 miles (alt.3833ft)

Paapkuils (Papkuil), 4 miles 71 chains [later renamed Scheepersfontein] (alt. 4116ft)

Peniston, 6 miles 52 chains (alt.3910ft)

Haviland, 9 miles 79 chains (alt. 3979ft)

Oatlands, 14 miles 60 chains [later renamed Stanley] (alt.3689ft)

Half-Way House (Melietuin), 17 miles 79 chains, passing loop [later renamed Mielietuin] (alt. 3474ft)†

Mona, 22 miles 76 chains (alt.3302ft)

New Furrow, 27 miles 16 chains (alt.2975ft)

Weenen, 28¾ miles (2841ft.)

Later additions:

Broomcliffe, 1 mile 74 chains (alt. 3844ft)

Wondergeluk, 9 miles 79 chains (alt.3967ft) Water tank, water pumped from a dam.

Water Tank, 15 miles 67 chains (PWI Camp on the farm Bassons Kraal 1368 between Stanley and Mielietuin)

Water Tank, 22 miles 30 chains (between Mielietuin and Mona at the second girder bridge crossing an unnamed tributary of the aManzamnyama)

† This passing loop was located on the farm Groote Milie Tuin owned c.1840 by Voortrekker leader Andries Pretorius.

Water supplies at the time of the opening were as follows:

Estcourt: Gravitation supply with water column from the main line supply.

Deep Kloof: Hand pump from the Dam with a concrete wall.

Amanzimyana (aManzamnyama tributary): Hand pump from well alongside the gully.

Weenen Terminus: Gravitation supply from New Furrow.

TRAIN SCHEDULES

The timetable for 1907 showed the following Monday-Friday service:

(1st and 3rd class passengers)

Dep. Weenen 7:00 am Arr. Estcourt 10:15 am

Dep. Estcourt 2:00 pm Arr. Weenen 4:45 pm

It can be deduced from the 1911 to 1965 timetables that the schedule consisted of one return service on weekdays with minor departure and arrival variations. During this period, trains departed from Weenen between 7:00 and 8:30 am, arriving at Estcourt between 10:15 and 11:30 am. The return journeys started between 1:00 and 2:30 pm, reaching the terminus at Weenen between 3:30 and 5:00 pm. All services conveyed first and third-class passengers. A measure of passenger traffic was maintained until 1971 when 626 first- and third-class passengers were carried. After a bus operator was granted a permit in 1972, the number of passengers using the train was reduced to a trickle.

The 1972 public timetable entry for the Estcourt-Weenen service changed to:

Passenger accommodation is provided on the following goods trains when run:

8:15 am excl. Su., Weenen-Estcourt; 1:15 pm excl. Su., Estcourt-Weenen

During 1971, goods traffic amounted to 20 992 tonnes, but by 1982 this had shrunk to under 10 000 tonnes. The frequency of train services also reduced to just one train a day from Monday to Friday and by 1982 to one train on Mondays, Wednesdays, and Fridays. Increasing competition from road transport after the passing of the Road Transportation Act of 1977 began taking away a large chunk of the railway's traffic. Although the distance by rail from Weenen to Estcourt was just 5 miles longer than by road, it took 3 hours 48 minutes by rail whereas road transport took perhaps 45 minutes even though 15 miles of the 24 was over a rough gravel road.

The official Working Time Book No.227, effective 28 August 1977, gives an insight into the daily operating schedule. A conditional ‘nocturnal’ service was slotted in when required to deal with the dispatch of crops harvested in the peak season:

MOTIVE POWER

The initial motive power on the Estcourt-Weenen Railway comprised two side-tank locomotives, NGR Class N, Nos. NG1 & 2, with a 4-6-2 wheel arrangement. They were designed by D A Hendrie, NGR locomotive superintendent from 1903 to 1910, and supplied by the Hunslet Engine Company of Leeds, England. Together with a consignment of goods rolling stock, the two locomotives arrived on site in April 1906. At 75 per cent boiler pressure, the locomotives developed a tractive effort of 8 183 lbs and rated at hauling a trailing load of 70 to 80 tons up the 1 in 33·3 grades with comparative ease at eight mph. On the level sections of the line, they could reach a speed of 15 mph. The locomotives retained their NGR numbers during their brief tenure on the SAR roster until sold in 1915.

Of the seven NGR Class N tank locomotives with a 4-6-2 wheel arrangement ordered in 1911 from Kerr, Stuart & Co. Stoke-on-Tent, England, locomotive No.16 was allocated to the Estcourt-Weenen Railway in July 1914. Long-time driver, Mr J 'Billy' Bester, recalls seeing No.16 at Weenen when he was a schoolboy.

NG6 No.105 was a light-duty 'Lawley' 4-4-0 engine, purported to have worked on the Estcourt-Weenen branch from March 1917 to September 1924. No photographic evidence of this locomotive working on the line has so far come to light.

According to A E ('Dusty') Durrant's book 'Garratt Locomotives of the World', Class NG/G14 Garratt No.84 was assigned to the Estcourt-Weenen Railway (no mention of the year/s nor is this reflected in the records received from Leith Paxton) In 1940, two Class NG/G11 Garratts, Nos.54 and 55, were transferred from the Umzinto-Donnybrook line to work on the Estcourt-Weenen Railway.

Late in 1965, NG/G11 Nos.54 & 55 were transferred for an overhaul to Humewood Road (Port Elizabeth) and NG/G13 No.78 was sent from Humewood Road and No.60 from Umlaas Road as replacements. ⁴ NG/G11 No.55 was subsequently returned to Weenen in October 1976, cosmetically restored, and placed on static display on station grounds. ⁵

According to the 1976 locomotive allocation table, five NG/G13 locomotives Nos. 58, 59, 60, 77 & 78 were assigned to work the Estcourt-Weenen and Umlaas Road-Mid Illovo branch lines. These engines were rotated between the lines as they took their turns to the workshops for routine maintenance and running repairs. The operative locomotive was stabled in Weenen, and the spare was stored in the engine shed at Estcourt. After 20 working days, the locomotives were exchanged. Running repairs were undertaken at Estcourt, while periodic overhauls necessitated loading the locomotives onto a low-loader wagon for transportation to the Mayors Walk Mechanical Workshops in Pietermaritzburg. In June 1977, Nos. 59 (in pale blue livery) and 78 were in service on the Estcourt-Weenen Railway. One year later, in July, Nos. 77 and 78 were observed working the line. No.77 had just been transferred from the Mechanical Workshops in Pietermaritzburg after working on the Umlaas Road branch. Pale blue liveried No.59 proceeded to Umlaas Road after a routine overhaul at the workshops.

In February 1981, the NG/G13 locomotives working the line were Nos.59 (in pale blue livery) and 78. Soon after that, NG/G13 No.58 was transferred from Umlaas Road to stand in for No.78, which had gone to the Mechanical Workshops in Pietermaritzburg because of sharp wheel flanges. By June, No.78 was back in Estcourt, and No.58 had returned to Umlaas Road. (Reported by Charles Parry)

From 14 June 1982, both locomotives were based in Estcourt after the closing of Weenen’s loco shed.

GOODS AND PASSENGER ROLLING STOCK

Six low-sided pressed steel goods wagons, two cattle wagons (carrying capacity of 14¾ tons), and two covered goods trucks arrived in April 1906. When the six-low-sided wagons were insufficient for construction purposes, the two cattle trucks were converted into temporary low-sided wagons. Six wooden wagons were subsequently built using the bogies from carriages so that there were 14 low-sided wagons in operation.

About mid-October 1906, the passenger rolling stock had arrived, which comprised two first and second-class composite coaches, two first & two-second class brake composite coaches and two third-class passenger coaches.

Passenger rolling stock in the last years of operation:

Passenger coach No.4 (its NGR number):

NG 4 was the oldest passenger coach in service placed in traffic by the NGR in 1907. A diagram of NG Class L2 shows NG 4 with balconies at either end, a toilet cubicle separating the two passenger compartments, one containing seating for six and the other seating for 8. Dimensions: Length 26ft, Width 6ft 6in Height 9ft 9¼in. (These were the standard dimensions for all NGR passenger coaches)

Coach NG 4 in its 1st/3rd Class guise photographed in June 1971 by Brian Couzens whilst the train was being shunted at the Estcourt's goods station. During the 1970s, coach NG 4 afforded 3rd Class passengers the luxury of lounging in individual armchairs. Access to the 1st-class compartment was through the guard's compartment from the outside. There was a bench seat for three passengers in the compartment along the coach's width and access to the toilet, which filled the rear balcony's space. In March 1981, the coach went to the Durban Workshops for maintenance, repairs and a rebuild. When it returned from the workshops in July, there was a single compartment with seating for only eight passengers (six in comfortable armchairs in pairs and a bench seat for two passengers), all first-class and a toilet off the passageway. Access to the other 1st-class compartment and toilet, which filled the rear balcony's space, remained through the guard's compartment from the outside. Not long after its return to service, the maker's plate went missing.

Passenger coach No. 959

No.959 was originally a 2nd Class sleeper coach, type NG E1 No.136, one of six manufactured in 1937 by the Uitenhage Workshops and assembled at Usakos, South West Africa (now Namibia). The 10-berth sleeper coaches saw service on the 600 mm gauge Otavi Railway (Usakos to Tsumeb) until re-gauging to Cape Gauge in 1961. Together with No.135, this coach was sent to the Durban Mechanical Workshops, where they were rebuilt and recoded type NG V7 Nos. 958 and 959.⁶

Toilet facilities were omitted from this otherwise comfortable and smooth-riding vehicle. At 7¼ft wide, it is a big vehicle for 2ft gauge providing seating for 37 passengers: 25 in the main compartment and 12 in the other compartments. After the Estcourt-Weenen Railway's closure in August 1983, it was transferred to Port Shepstone together with NG 4 for a further lease of life on the 'Banana Express' until 2005.

Guard's Van No. 952

No.952 was a typical old wooden SAR guards van with passenger accommodation. It carried the few 3rd class passengers that travelled on the train.

Usually, all three coaches were attached to the train. The maximum number of axles permitted was 44 and should goods traffic exceed eight trucks, one coach was left behind. Occasionally, both coaches were left behind.

MR J "BILLY" BESTER

Billy Bester, posing in front of NG/G13 No.77 at Weenen Station on 27 August 1983.

Synonymous with the Estcourt –Weenen railway was the legendary Mr J 'Billy' Bester, who spent 21 years of his lifelong career with the SAR as the line's locomotive driver. "I saw life in Weenen in the early 1920s and grew up in a poor family. In those days nobody had any money. I had my education in Weenen until Standard 8". As a schoolboy, Mr Bester recalls he would go to the Weenen loco shed after school to help clean out the ash pan of Class NG4 No.16. "I thought this was a marvellous job cleaning the ash pan and the loco. It was the privilege of being on the loco that I enjoyed very much. One morning I saw the old driver who was heartsore, with tears running down his cheeks. I was very worried about him and asked what the trouble was. He told me it was his last run, and those words stayed with me for many years. Every time I used to think about the loco, the thought of these words would come back to me, and I really thought this must have been a very good job for a man to cry because he was retiring from his work. I decided to make my career on the footplate."

At fifteen years of age, he was sent to Pietermaritzburg, where he started working for the SAR, first in the goods shed and then as a rail worker offloading goods from the Howick branch. Two years later, he was employed as an engine cleaner at Mason’s Mill locomotive shed. After passing an exam, he became a probationer fireman and posted to Bergville, then to Stanger and Empangeni, where he worked on the Class GE Garratts and Eshowe to work on the MJ1 compound Mallets. After a brief stint in Pietermaritzburg, he was back to Eshowe in 1947 as relieving fireman. Mr Bester recalls: "The British Royal Family was visiting Eshowe at this time, and I was detailed to look after the Royal Train's locos (Class GEA Garratts) and see that everything was in order. After working all through the night, we went over to the hotel for a few drinks – we were still in our overalls and very dirty. About midday, a big crowd of people had gathered outside the town hall, which was opposite the hotel. The crowd started to clap and shout, and on investigating, we saw the Royal Family drive past and stop outside. This was when the challenge started - £5 to the person who would put his arm around the Princess. I won my bet and put my arm around Princess Elizabeth! The police arrested me, put me in a van and took me to the local police station. Only after my friends had walked to the police station and spoken nicely to the sergeant did he let me go without a charge."

From Eshowe, Mr Bester did another turn of duty in Stanger, firing on Class HF locomotives during the sugar cane harvesting season. Returning yet again to Pietermaritzburg, he continued working as a fireman on GE and GEA Garratts on the Cape-Natal line until his driver retired and then worked on GE, GF and GDA Garratts on the Greytown branch. After seven years as a fireman, he attended college and passed his fireman's examination in 1952. An opportunity then presented itself to return to Weenen by changing places with another fireman.

"I was then promoted to a driver (second class) and was due to be sent to the Point, in Durban, where I would have driven Class A tank locos, but I decided to forfeit my promotion and stay in Weenen". Mr Bester then spent almost 3½ years in Weenen before once again being moved to Pietermaritzburg, this time to fill a vacancy that arose after a driver was involved in a turnover. In 1961, a vacancy came up for a driver in Weenen, and he transferred "back to my hometown, where I always wanted to be."

Here he operated Class NG/G 11 numbers 52, 54 & 55, and Class NG/G 13 numbers 58, 59, 60, 77 & 78. Mr Bester recalled: "I painted the first loco, No 55, blue and got reprimanded for my trouble. Most enthusiasts were in favour of the colour, but some said I had spoilt the loco. When I was at Weenen, I found that I had to satisfy many people – some wanted the loco black, and some wanted it in another colour." The operating locomotive was always kept in immaculate condition and carried the 'Liliputian' [sic] headboard.

During his career working for the SAR, Billy Bester must, without doubt, have ranked as the best known and most widely travelled locomotive driver from South Africa. "I was privileged to meet people from all over the world and to drive trains over most parts of the world. Once I had a trip to Europe [1972], and it was so arranged that I visited somebody at the border post to meet me and take me around every country I visited. I could not believe that I was so well cared for. I will never be able to return the good deeds these people did for me. One person came to me and said he had heard a lot and read a lot about me, and he said he supposed I had a lot of friends. I told him that I had a lot of friends all over the world. He asked me who was my best friend and did I have a special friend. I said I do have a special friend, and he asked me if I would mind telling him who he was. I told him it was Jesus Christ because I know that I am right with everybody if I am right with him. With these words, I was given a free trip to the United States. Another American I met was involved with the astronauts and took me over to the NASA Space Center. I would never have had the privilege of seeing or even thought of visiting places like that."

In December 1978, Mr Bester travelled to the USA to the Hempstead & Northern Railroad Company, Crossroads, Houston, Texas, at Mr Robert (Bob) L Bucher's invitation. Mr Bucher purchased NG/G13 No.50 in January 1977 ⁷. He also visited the Edaville Railroad, a 5½ mile-long, 2ft-gauge railroad around the cranberry bog dikes at South Carver in Massachusetts. The Edaville rolling stock was equipment salvaged from the Maine two-foot branches in the 1930s. Mr Bester revisited Texas in 1979 and 1983.

"I have met people from all walks of life, and my service at Weenen has brought me privileges which I would have never had anywhere else," he said. "I would never have changed my career for anything. I will never regret one moment of all the hard work I did, and if I look back to the days when I had to shovel 27 tons of coal from 'Maritzburg to Franklin, it was nothing to me. I was fit as a fiddle!"

All who travelled on the Estcourt - Weenen railway will never forget Mr Bester's friendly, welcoming smile and he is fondly remembered as a man who was passionate about the job he was doing.

"I have really enjoyed my life, and I hope I will enjoy my retirement as much as I have enjoyed my service. I hope my service was satisfying to the Administration as well as to everybody; I only hope that no one will point a finger at me and say that I did not treat them well or that I received them without a smile. There is one point I would like to stress or a message I would like to convey to all the people who come to Weenen as enthusiasts in various ways of appreciating steam, whether it was the Historical Transport Society, Model Engineering Society, Railway Society or World Autographic Society – they are people who made our life worthwhile, who encouraged us to do our job and to make our job a pleasure. There are many special names I could mention. I appreciate everything very, very much."

Mr Bester retired at the end of 1981. He died peacefully on 21 January 2001 at his home in Weenen following a short period of illness.

(With acknowledgement to: 'My career on the SAR' by Billy Bester, published in the Natal Newsletter, No.5, January-February 1983, pp.3-5. 'Those who love steam', interview with Billy Bester recorded by Stan Hatch and published SA Rail, September-October 1985, pp.101,102)

THE FINAL YEARS

In the mid-1970s, William (Bill) Bizley, senior lecturer at the University of Natal's English Department in Pietermaritzburg, started a campaign to draw attention to the vintage narrow gauge train's potential as a tourist attraction for the region. Bill's efforts were rewarded as the train started to be noticed by the tourism industry and took on a new life as a significant drawcard by being marketed as the 'Cabbage Express' on the monthly luxury coach tour of the Natal Midlands operated by the Pietermaritzburg Publicity Association. The train ride was also popular on outings organised by schools, various societies, and clubs.

In the June 1978 edition of SA Rail, a news item stated that the vintage 'Cabbage Express' may become the first entire and fully operational railway system in South Africa to be declared a National Monument. It went on to claim that "the 60-year-old narrow-gauge railway, much loved by enthusiasts, was in principle declared a monument by the National Monument Council recently. The decision would mean that the railway line, the vintage steam locomotive and coaches, and the Weenen and Estcourt stations would all become monuments. The council's decision is subject to the acceptance by the South African Railways, who run the train." Senior railway officials could not be contacted for their decision on the express, and there was not much optimism that the SAR would accept the National Monument Council's suggestion.

The fare in 1981 was R6.40 for a 1st class return ticket; by 1983, it had increased to R8.20. On 13 February 1982, a special mixed train of 'old vehicles' was chartered by Charles Parry for a mere R115.00 (the minimum fare to run the train!), comprising 1 D & 1 DZ trucks (the oldest goods vehicles on the line with patterned, pre-stressed steel side panels used for carrying ballast), two cattle trucks (all empty, 1920s vintage), balcony coach NG 4 (with 11 passengers) and hauled by NG/G 13 No.78.

After Billy Bester retired at the end of 1981, the footplate crews were all drawn from Pietermaritzburg. Disaster struck on 4 January 1982, the first working day of the new year, when NG/G13 No.59 overturned on a horseshoe curve just outside of the Weenen Nature Reserve boundary near New Furrow and tragically claimed the life of the fireman. The wrecked locomotive (Billy Bester's favourite 'blue' engine) was recovered from the accident site during March and towed back to Estcourt. It was subsequently transported on the specially adapted low-loader flat wagons to Mayors Walk Mechanical Workshops in Pietermaritzburg and eventually scrapped. NG/G13 No.77 was transferred from Umlaas Road to replace the ill-fated No.59.

From Monday, 14 June 1982, the train service started operating out of Estcourt three days a week (Mondays, Wednesdays & Fridays) following the closure of the sub-shed at Weenen over the weekend of 12/13 June. The tourist train that operated on Saturday, 12 June to Weenen returned to Estcourt on the same day. Departure from Estcourt on the new timetable was scheduled for 07:30 am, arriving at Weenen at 10:20 and leaving at 11:20 for the return journey. Arrival at Estcourt was at around 3:00 pm. Usually, when a tourist train was run on a Saturday, there was no train service on the preceding Friday. Under the new operating arrangement, the driver and fireman were driven from Pietermaritzburg to Estcourt by departmental road transport and taken back again after completing their shift.

"Sometimes one driver came on a 1000cc motorbike with the fireman on the pillion; we hoped he changed his driving habits radically when he took control of the Garratt!" comments Charles Parry in his notes.

Sometimes, when the loco crew turned up late because of transport delays, passengers were left waiting, or occasionally, the train was cancelled at short notice because one or both crew members were unavailable. Ian Brickett reported in issue 1 of 1983 of S A Rail on the situation at Estcourt Station on Wednesday, 29 December 1982 as follows "At 07:15 32 passengers were waiting when we told that although the driver had arrived on time, there would be a three-hour delay while a fireman was found and brought up from Pietermaritzburg. Pietermaritzburg was all for cancelling the train, but the Estcourt Station staff were most concerned because of the number of passengers and insisted the train should run. The passengers took all this in good spirit and went off to have breakfast. The train left at 10:30. On Friday, 31 December, an agitated guard at Estcourt Station informed the six passengers that the train they were waiting for had been cancelled because there was no crew available. The passengers went to collect their fare refunds in a reasonably good mood considering they had been waiting for over two hours before finding out the train would not be running that day."

Ian succinctly summed up the situation by saying, "the confusion and muddle surrounding the present running [of the Estcourt-Weenen railway] leads to the depressing thought that one has been recording the death-throes of what should be one of the greatest steam attractions in [South] Africa. Unless some highly placed persons concerned with tourism, historical matters and transport services act very soon to preserve this wonderful little railway, 1983 could become its last year of operation."

By the end of 1982, of the fifteen steam drivers left at Mason’s Mill depot (Pietermaritzburg), eight were in the process of going over to driving diesel-electric locomotives. More bad news followed when Mason's Mill depot was closed to steam operations on 16 May 1983. This development was brought about by the prolonged drought and falling water levels in the Midmar and Albert Falls Dams, restricting the water supply to Pietermaritzburg. House owners were allocated 400 litres of water a day until the copious amounts of rain delivered by cyclone 'Demoina' at the end of January 1984 filled the dams.

THE END OF THE LINE

A letter from South African Transport Services (SATS) Natal Regional Manager, Mr W J Mitchell, dated 10 August 1983, announced the Estcourt-Weenen branch's closure on 31 August and replacing the rail goods service with a road transport goods service from 1 September.

As word got out of the withdrawal of the train service at such short notice, the announcement was understandably greeted with dismay not only by the farming community around Weenen but by railway enthusiasts, the Natal Parks Board, the tourism and heritage sector, and particularly by the Estcourt Lions Club and the Pietermaritzburg Publicity Association, all of which had been actively promoting the railway for many years.

A public meeting was called for 2 pm on 19 August in the Weenen Town Hall. About 60 delegates, representing various interest groups, turned up to the meeting with three senior officials from SATS, Dr G J S Coetzee (Assistant General Manager, Commercial), Mr W J Mitchell and Mr Jakobs in attendance.

After the formal introductions, Dr Coetzee spoke about the low traffic base, making the train service no longer viable. With SATS services expecting to post an estimated loss of around R600 million for the current financial year, management reviewed all its operations and intended to replace all uneconomic rail services, such as the Estcourt-Weenen line, with an alternative mode of transport. A graph projected on a screen illustrated the 50 per cent decline in goods volume carried on the Estcourt-Weenen line over the past decade, with the average train load having dwindled to just 17 tons in recent months. The train service frequency showed a dramatic decline from over 800 trips annually in 1973 to less than 400 in 1982. Even the revenue generated by tourists, which contributed R3 000 annually, was not enough to warrant the railway's continued running. It was estimated that by replacing the rail service with road transport, there would be an annual saving of R653 000 in operating costs.

Mr Wessels then invited questions from the floor. One speaker, representing the farming community, queried whether the road transport service would have the capacity to move large consignments of produce at short notice, such as 2 000 bags of potatoes and how much time would be allocated to load 20 tons of fertiliser. Another farmer queried how road transport would handle transporting 480 tons of fresh produce daily from 15 October to 15 January and again from 30 April to the middle of July where in the past the train ran up to 3 times in one day to clear the load.

Another speaker voiced his dissatisfaction with rail service, which had resulted in many farmers resorting to having their fresh produce transported more efficiently by road.

Representing the University of Natal, Pietermaritzburg, Mr Rob Haswell outlined the railway's historical significance and importance. He suggested it should be declared a National Monument, or at the very least, the railway administration should consider bequeathing the train, or a portion thereof, to the people of South Africa.

Mr Dick Jones, the Director of the Pietermaritzburg Publicity Association, emphasised the importance of tourism to South Africa and the train's potential as a tourist attraction to bring in revenue and creating employment in the region.

The retired train driver, Mr Bester, spoke about his long association with the railway, which had brought him in contact with many people from all over the world and allowed him to travel overseas. He urged Dr Coetzee to use his authority to reconsider the decision "so that in time to come this narrow-gauge railway would be something only South Africa would have as a tourist attraction".

Another speaker, Mr Hyde, representing 'The Estcourt Gazette', asked whether the railway was up for sale. The response from Dr Coetzee: "Mr Chairman, I'm being serious in saying if the Farmer's Co-op or any other association is prepared to guarantee this line, and they are prepared to pick up the tab, we are prepared to operate … so, please, if you people want to guarantee this line against any losses, please do so, then we'll stop the meeting immediately, all I want is your signature for it and your bank guaranteed cheque." (A figure of R800 000 was mentioned in passing).

Meanwhile, a hurriedly drafted appraisal was read out by Dr John Vincent of the Natal Parks Board:

"Recognising that the Estcourt-Weenen line runs at a loss to the SATS, and also recognising that the Estcourt-Weenen line is of great historical and cultural interest and considerable tourist potential, it is proposed that the SATS be requested through those present at the meeting today to consider seriously the lease or hand over of the line to the community of Weenen or any responsible body to be run by the community for its convenience and the benefit of the people of South Africa."

The appraisal was unanimously supported by a show of hands and the document handed to Dr Coetzee, who responded: "Mr Chairman, can I get clarity in my mind about this please….. the suggestion is then that we retain the line as it is at the moment and at a later stage a decision will be taken on what is going to happen to the line and what next. We intend to close our operations on the 1 September and following this meeting that is to be held the operations could be re-introduced at a later stage and depending on what we decide at that greater meeting, so to speak, but at this stage then we discontinue the train service and replace it by the road service from 1 September, and then we discuss, and I will put this - I can assure you this will go directly to the Minister and let them decide when the Minister would be able to come and discuss it with the community. I cannot say that the Minister will come, but I will put it to him – Dr Vincent, is that how I understand your proposal?"

Dr Coetzee added that a management meeting was scheduled for 23 August and that the matter would then go to the Minister of Transport Affairs, who would make the final decision.⁸

Despite Dr Coetzee's assurance that the Minister of Transport Affairs, Hendrik Schoeman, had the final say in the matter, there was no last-minute reprieve for the Estcourt-Weenen line; it was clear that SATS had already made its decision to close the line' finish and klaar'.

Charles Parry arranged for a 'closure' special train to run on Saturday, 27 August 1983 – fortunately, he made the booking a day before the closure date was announced because SATS turned down all other requests for 'specials' to run before the train service was withdrawn. It was not so much a 'special' as the train scheduled for Friday would run on Saturday. A large contingent of members of the Railway Society of Southern Africa (RSSA) attended. Charles arranged for the water tanker on a DZ and truck No.284 (ex-NGR) empty to be marshalled in front of passenger coach NG 4 (ex-NGR) for passengers to use if they wished. The train journal compiled by Charles notes the onward journey as seven trucks, two coaches (NG 4 & No.959), and the goods guard's van - 10 vehicles/40 axles (125 tons). Departure from Estcourt was at 9:10 and arrival at Weenen at 12:48.

As the train entered Weenen Station, Mr 'Billy' Bester held a black flag and draped a black plastic sheet between the station name board's concrete supports to mourn the railway's closing. On a brighter note, Mr and Mrs Bester treated passengers to tea and cake under the roof of the goods platform.

The last day of operation: shortly after 1 pm on 31 August, after numerous runs back and forth marshalling the load, NG/G13 No.77 finally advertised its departure with the mournful sound of several blasts from the whistle. With a rake comprising 13 goods wagons, passenger coaches NG 4 & No.959 and guard's van No.952 in tow; NG/G13 No.77 clattered out of Weenen station with the final train in revenue service. The 50 children of Weenen Primary School were treated to the last ride to Estcourt and some pensioners, who joined the train at Mielietuin.

The reporter for The Natal Witness, David Robbins, captured the sombre mood at the arrival of the train in Estcourt: "there were no crowds or bunting on the station, as there had been in 1907 when the line opened when finally, we rattled to a halt against the platform. The locomotive was uncoupled. It chugged off a little distance and then returned to the adjoining track. The driver, Mr G P J Rademeyer, stopped opposite our coach. He and the fireman, Mr J S Strydom, leaned out of the cab to say goodbye. They were grimy-faced and smiling, yet we felt an affinity with these pleasant and obliging young men, which was difficult to define. Did they, too, even though they had worked that route for less than two years, feel the same sense of loss? Ja, well, cheers. It was all that needed to be said."

On Monday, 5 September 1983, NG/G No.77 was steamed up again and, with coach NG 4 in tow, returned to retrieve the remaining 17 goods wagons left at Weenen Station. Some of the empty rolling stock remained festooned in the goods yard while nine were parked at the narrow-gauge station platform and the passenger coaches left at the standard gauge transfer ramp. The very last working by NG/G No.77 to Weenen was for weed spraying on Saturday, 5 October. The weed-spraying consist was usually made up of NZ 201, DZ 862, an open wagon and a van (usually coach NG 4).

After the line's closure, NG/G13 No.58 was moved from Umlaas Road to Estcourt for staging following the expiry of its hydraulic certificate. In exchange, NG/G13 No.77 was transferred to Umlaas Road. The steam locomotive allocations at the depots on 31 October 1983 (published in SA Rail, Issue 6 of 1983) lists NG/G No.78 [staged?] at Estcourt.

In the April/May 1984 Natal Newsletter, Charles Parry reported that the cab plates of both NG/G13s had been removed and that the brick arch of No.78 (?) had collapsed ⁹. The two passenger coaches, NG 4 and No.959, had meanwhile been transferred to Port Shepstone "to earn revenue".

The line was severed for good once the rails were pulled up from the level crossing over the old Durban-Johannesburg R103 main road, about 4 miles north of Estcourt, and the level crossing at Mielietuin after the district road from Estcourt to Weenen was upgraded and tarred – this happened sometime during 1984.

* * * * * * * * * * * * * * * * *

FOOTNOTES:

¹ The following passenger and goods-carrying narrow-gauge railways operated at one time in South Africa (2ft gauge unless otherwise stated):

CAPE GOVERNMENT RAILWAYS (CGR):

Kalabaskraal–Hopefield, 47 miles, opened in 1903.

Humewood Road–Humansdorp, 69 miles, opened 1905.

Valley Junction-Walmer, 3½ miles, opened in 1906.

Humansdorp–Avontuur, 107 miles, opened 1906/1907.

NATAL GOVERNMENT RAILWAYS (NGR):

Estcourt–Weenen, 29 miles, opened in 1907.

Esperanza–Donnybrook, 98 miles, opened in 1908.

CENTRAL SOUTH AFRICAN RAILWAYS (CSAR):

Pankop Light Railway – track lifted from Bezuidenhout Light Railway (see Military Railway) laid from Pienaars River to Pankop, 9 miles, c. 1902. Extended to Settlers, 17¾ miles, opened in 1906. It was converted to 3ft 6in gauge in 1923.

SOUTH AFRICAN RAILWAYS (SAR):

Umlaas Road-Mid Illovo, 27½ miles, opened in 1911.

Hopefield–Saldanha, 46 miles, opened in 1913. It was converted to 3ft 6in gauge in 1926.

Union Bridge (Ixopo)-Madonela, 17½ miles, opened in 1914.

Gamtoos-Patentie (Patensie), 19 miles, opened in 1914.

Paddock (Murchison)-Harding, 52 miles, opened 1915/1917.

Fort Beaufort-Katberg-Seymour, 33¾ miles, opened 1925/26. It was converted to 3ft 6in gauge in 1940.

Upington-Kakamas, 55 miles, opened in 1926. It was converted to 3ft 6in gauge in 1949.

Naboomspruit-Singlewood (Dutton-Stronach Road-Rail), 20¾ miles, opened in 1924. It was converted to 3ft 6in gauge in 1927.

Koedoeshoek Forest Railway (private railway) acquired by SAR in 1925. Solarvale-Mount Carmel, the 2½-mile extension, opened in 1927, closed in 1931.

INDUSTRIAL AND SURFACE MINING RAILWAYS:

Cape of Good Hope Copper Mining Company Railway: 2ft 6in gauge, Port Nolloth–O'Okiep, 96 miles, opened to steam traction in 1876.

Sheba Steam Tramway, 2ft 6in gauge, Sheba Halt-Sheba Mine, 10 miles, opened in 1890, closed in 1926.

Pilgrims Rest Electric Tramway, 2ft 6in gauge, ? miles, opened in 1897.

Rustenburg Platinum Mines (2ft gauge later re-gauged to 3ft 6in).

Beeshoek Light Railway, Beeshoek to Doornfontein and Paling Mines,

2ft 6in gauge, 6 miles, opened c.1930.

Messina (Transvaal) Development Co. Ltd, 18-inch gauge steam-operated railway from Campbell Mine to First Shaft.

Kimberley: De Beers Consolidated Mines operated an extensive network of steam-operated 18-inch gauge railways within the mining area.

Van Ryn GM Estates, 1899, narrow-gauge system operated with electric locomotives, then steam locomotives in 1906.

Northern Lime Company (Norlim), Taung to mine, 18-inch gauge, 12½ miles, opened 1925, closed in 1977.

Eastern Province Cement Company (EPCC) / Pretoria Portland Cement (PPC), Chelsea to Cement Factory, 12 miles, 1926-2001.

MILITARY RAILWAYS

47th Field Company Royal Engineers Bezuidenhout Light Railway from Simmer & Jack siding to Engineer's Stores Depot (Remount Depot) in Bezuidenhout Valley, c. 2 miles (4 miles?), 2ft gauge, in operation from 1900 to 1902.

PRIVATE RAILWAYS:

Kearsney Light Railway: Stanger-Kearsney, 8 miles, opened in 1901.

Messrs Reynolds Bros. Ltd: cane tramway at Umzinto, portable 20in gauge laid down in 1872/73, trucks hauled by oxen. The extension opened in 1901 to steam traction to the new Esperanza Mill, c.5 miles.

South Western Railway: Knysna-Ysterhoutrug, 19¼ miles, opened in 1907, closed in 1949.

Howse's Evelyn Perie Forest Railway: Sawmill to 'The Square', 2½ miles,

Operated from 1910 to 1917, 2ft 6in gauge. (Eastern Cape, in the Amatole Range near Stutterheim).

Koedoeshoek Forest Railway built by Mark Wilson Ltd, Elandshoek-Solarvale (Koedoeshoek) c.1915.

Kleinplasie Agricultural Museum, Worcester. Restored 0-4-0T 2ft gauge steam locomotive (Borsig, 1924) from private railway previously used on the farm Leipzig.

Windy Hill Wattle Co., Wartburg, Natal. Sandymount-Windy Hill opened in 1917, closed in the 1940s. 2ft gauge (?), c. 5 miles.

Clan Sawmills Pty Ltd/Clan Syndicate Pty Ltd, Mpolweni, Natal. Forestry tramway.

Zebediela Citrus Estates Railway, ? miles, operated from 1929 until 1957 (1959?).

Sandstone Trust, Free State – Privately-owned 26km of 2ft-gauge railway.

NATAL SUGAR CANE TRAMWAYS:

There were once 18 sugar cane tramway systems operating between the Umzimkulu River on the Natal South Coast and the Pongola River in Northern Natal (now KwaZulu-Natal). The majority were 2ft gauge, and all were closed by the early 1970s. The Reynold's Bros. tramway at Esperanza was laid down in 1872/73 using the 20-inch gauge for animal haulage. In 1901, a steam locomotive was placed in service and the line (and locomotive) re-gauged to 2ft in 1915.

The Umfolozi Sugar Mill system at Riverview, Mtubatuba, adopted 2ft 6in gauge and is still in operation (2021).

TEMPORARY RAILWAYS FOR DAM CONSTRUCTION AND IRRIGATION SCHEMES:

Brits West-Hartbeespoort Dam, 2ft gauge, 8 miles, 1918-1925.

Grassridge Dam, near Cradock, 2ft gauge, ? miles 1920-1924.

Shongweni (Ntshongweni) Dam, 2ft gauge steam-operated railway, 4¼ miles long, Delville Wood Station to the dam site, 1924 to 1927.

Vaalharts Irrigation Scheme, steam-operated railway in the 1930s.

Mentz Dam (Lake Darlington) 2ft-gauge, 1919 to 1922.

Steenbras Dam

Table Mountain (Hely Hutchinson Reservoir built in 1904)

² See System 6 Part 8: Richmond Branch for more information on Joseph Baynes, member of the Natal Legislative Assembly representing the Ixopo Division, 1890-1910 and Minister for Lands and Works, 1903-1904.

³ Descendents of the original Dutch-speaking European settlers migrating from the Cape Colony in the mid-1830s identified themselves as 'Voortrekkers', meaning pioneers.

⁴ According to Paxton and Bourne, Locomotives of Southern Africa. A Concise Guide on p.107, NG/G11 Nos. 54 & 55 were exchanged in 1966 for NG/G13 Nos. 77 and 78. Only No.78 went to Estcourt.

The narrow-gauge locomotive allocations correct to March 1962, which was published under 'Narrow gauge News' in 'The Newsletter', No.2, May 1962 of the Railway Society of Southern Africa, page II.2.3 lists NG/G 11 Garratts Nos.54 & 55 as 'out of service' (presumably staged at either Estcourt or Weenen) whilst Class NG/G16 Nos.87, 113, 131 and 139 were rostered to work the line. The locomotive allocation list is at odds with Leith Paxton's information, which has NG/G16 No.87 allocated to Port Shepstone-Harding in 1937 and transferred to Umzinto in 1968. NG/G16 Nos.113, 131 and 139 operated on the Umzinto-Donnybrook line from 1940, 1952 and 1958, respectively and no NG/G16 locomotives listed as having ever worked on the Estcourt-Weenen Railway. Also, when Charlie Lewis visited the line in February 1964 there were only two NGG 11s on the premises - one at Weenen and one at Estcourt - and they worked all traffic.

Quoted from a letter published in the July 2003 Natal Newsletter No.127 on page 3, from G N Allner (station master):

Weenen (1963-1967)

"My stay here was a luxury for my family and myself, having electricity. The station building had thatch over the corrugated iron to cool the office during the summer heat. Running staff included the late Billy Bester, fireman Jan van Zyl and guard Danie Buys. Locomotives used were NG54 and 55 (Cl.NG11). Tonnage hauled was 155 ton. Due to the heavy, perishable traffic offering, 2 or 3 trips were made daily to Estcourt. As a result, I submitted a proposal for a stronger locomotive. In 1964 Cl. NG13 No.29* was introduced. The first trip was a failure due to hollow tyres, but after refitting new wheels, the load was increased to 100-ton (? – a class NG/G13 was rated to haul a load of 183 tons - ed.). This resulted in 2 or 3 extra trips per week." (*No.29? A typo?)

From the letter above, it can be deduced that the first NG/G13 arrived on the Estcourt-Weenen Railway in 1964 – but which Garratt was it? No.49, 59 or 79?

⁵ NG/G11 No.55: under the columns of the 'Mailbag' on page 195 in the 1995 November/December issue of SA Rail & Harbours, a correspondent from Estcourt reported that the 'Lilliputian Train Hotel' and themed restaurant at Weenen had closed and that the group operating the business had gone insolvent.

An update published in the 1996 March/April issue of SA Rail & Harbours on page 73 elaborates that "The Weenen-based interest group had purchased NG/G11 No.55 and coaches. The locomotive was relocated from the old Weenen Station to the 'Lilliputian Train Hotel', which had formed part of the 'Weenen Biosphere Reserve', offering accommodation for tourists visiting the area for game viewing at game farms and the Weenen Game Reserve, all close by. At the time, the locomotive was described as in surprisingly good condition".

In the 1997 April/June issue of SA Rail & Harbours on page 56, a report states that NG/G11 No.55 had been sold by the Weenen Town Council to the Exmoor Steam Railway in England for a sum thought to be in the region of R15 000. The South African Monuments Council stepped in to stop the sale from going ahead by declaring the locomotive a 'National Treasure' and thereby prevented its export.

In 2003, NG/G11 No.55 was recovered from Weenen in poor condition by the Sandstone Estates. The locomotive was transported to Bloemfontein and restored to working order by Lucas Nel and his team. In August 2004, it was returned to service on Paton's Country Narrow Gauge Railway. Paton's Country Narrow Gauge Railway operates between All Woodburn and Carisbrooke halts on the Ixopo (Union Bridge) - Madonela branch in KwaZulu-Natal. In 2017, NG/G11 No.55 was reported standing out of service in the open at Woodburn Halt, awaiting boiler repairs.

⁶ From the 'Mailbag' in SA Rail, Nov/Dec 1986: "to further elaborate on the fate of narrow gauge van No.959 (ex-SWA sleeper No.136) outlined in Mr Paxton's letter in SA Rail Sep/Oct 1986, this van was scheduled for scrapping at Durban Workshops in 1977. It was then offered for sale but later withdrawn from sale and rebuilt at Uitenhage as a coach on the 'Cabbage Express'. Following the Weenen line's closure in August 1983, it was moved to Port Shepstone, where it currently operates on the 'Banana Express'. With the imminent closure of the Port Shepstone narrow gauge, another chapter in its colourful history may soon be written".

(Robert L Bucher, Hempstead & Northern Railroad Company, Crossroads, Houston, Texas, USA)

⁷ SAR Class NG/G13 No.50, purchased in 1977 by Mr Robert (Bob) L Bucher, ran for the first time on 22 December 1978 on the Hempstead & Northern Railroad Company, Crossroads, in Houston, Texas, USA.

⁸ The complete transcript of the proceedings in Afrikaans of the meeting is too long to include but is available on request: "Notule van ‘n vergadering gehou op 19 Augustus 1983 in Weenen stadsaal tussen senior amptenare van die S.A. Vervoerdienste en die gemeenskap van Weenen en ander belanghebbendes aangaande die omskepping van die huidige diens tussen Weenen- en Estcourt stasies."

⁹ In a letter to the editor of SA Rail & Harbours, published in the 1996 March/April issue on page 73, the correspondent reports as follows: "At the other end of what was once the Estcourt-Weenen Narrow Gauge line in Estcourt itself near the station there lie some derelict rolling stock and the remains of quite a historic locomotive. This is NG/G13 No.58, and this was the first (of 12) Class13 Garratts to be manufactured for the SAR by Hanomag. Reference is made to this loco in the same edition of SA Rail & Harbours on page 169. This locomotive has been severely vandalised and would take a considerable investment both in effort and material if it were ever to run again."

NG/G13 No.58 was subsequently rescued and is securely stored at the Sandstone Estates, Eastern Free State.

REFERENCES:

Bester, Billy, 'My career on the SAR', RSSA Natal Newsletter, No. 5, 1983, pp.3-5.

Bester, Billy, 'Those who love steam', SA RAIL, Vol. 25, No.5, 1985, pp. 101 & 102.

Brickett, Ian, 'Christmas Confusions', Natal Newsletter No.6, Feb-March 1983, pp.11-13.

Estcourt-Weenen Survey, Natal Government Railways, Report by Engineer-in-Chief, dated 2 May 1903.

‘Estcourt – Weenen Light Railway’, SA RAIL, Vol.19, No.1, 1979, pp.2-7.

Geddie, James, 'Estcourt-Weenen Light Railway, Natal', June 1907, SAR Magazine, pp.189-198.

Haswell, Robert F, 'South African Towns on European Plans', reprint from the Geographical Magazine, London, date unknown, p. 688.

Haswell, Robert F, 'Cultural Townscapes and Landscapes of the Natal Midlands', 1983 SAGS Excursion, pp.3 & 4.

Hunter, David, Light Railways. Minute by General Manager, Natal Government Railways, and Reports by JNO Shores, Engineer-in-Chief, WH Cobley, Superintending Engineer Survey and Construction, 1901.

Leverton, B J T, 'Old Natal Railways, Little Railways in Natal', SASSAR, April 1971, p.237.

Middleton, J & William, H, ‘Industrial locomotives of South Africa 1991’.

Mellor, Ed, 'Locomotive, Carriage and Wagon Notes', Natal Government Railways Magazine, December 1906, pp.546, 547.

Miller, Nevil, 'Natal Narrow-Gauge', Railway Magazine, November 1974, pp.542-544.

Moir, Sydney, '24 Inches Apart', 1981.

Notes by Rev. Charles Parry, 'Special Run of Estcourt-Weenen Narrow Gauge Train for the journey on 10 October 1981'.

Notes by Revd. Charles Parry, 'The Estcourt-Weenen Train for the journey on 13 February 1982'.

Notule van ‘n vergadering gehou op 19 Augustus 1983 in Weenen stadsaal tussen senior amptenare van die S A Vervoerdienste en die gemeenskap van Weenen en ander belanghebbendes aangaande die omskepping van die huidige diens tussen Weenen- en Estcourt statsies, DJ/7240/A.

Proceedings of the Meeting between Representatives of SATS and Representatives of the Community of Weenen at the Weenen Town Hall on 19 August 1983 (edited transcript of proceedings recorded on tape).

Paxton, Leith & Bourne, David, ‘Locomotives of the South African Railways, a Concise Guide’, 1985.

Recent Locomotive Allocations, SA Rail, June 1976, p.24.

Report by Superintending Engineer, Surveys and Construction, Natal Government Railways, dated 9 March 1903, re Kalabas Kraal-Hopefield and Port Elizabeth-Avontuur 2-feet gauge Railways in the Cape Colony.

RSSA Newsletter, Vol.II, No.2, May 1962

Steam locomotive allocations, SA Rail, No.6, 1983, p.6.

Steam timings, SA Rail, October 1978, p.19.

Shed distribution of SAR steam locomotives, Supplement to SA Rail, August 1977.

Robbins, David, ‘Ja well cheers, Cabbage Express’, The Natal Witness, 3 September 1983.

Reports in the RSSA Natal Newsletter, No.10, 1983, pp. 13 & 15.

Wikipedia Category locomotives of South Africa: http://en.wikipedia.org/wiki/Category:Locomotives_of_South_Africa

1. NGR Class N NG 2: the initial motive power comprised two side-tank locomotives, with a 4-6-2 wheel arrangement (NG1 & NG2 - works number 892 completed on 28/2/1906 and & 893 on 9/3/1906, respectively). They were designed by D A Hendrie, NGR Locomotive Superintendent (1903-1910) and supplied by the Hunslet Engine Company of Leeds, England. Weighing just 24 tons and developing a tractive effort of 8 183 lbs at 75 per cent boiler pressure, these locomotives were rated at hauling a trailing load of 70 to 80 tons up a 1 in 33·3 grade.

2. This rare photograph shows a construction train headed by Hunslet NG No.2 crossing the two 40ft lattice girders supported by a masonry pier spanning the gully of an unnamed tributary of the Nyandu *. The 40ft girders were hoisted in position using a single derrick pole, hand-winch and tackle.

From 4 October 1906, the railway worked a goods service under construction conditions as far as Halfway House (later renamed Mielietuin).

* Although the 1906 Report of the NGR Engineer in Chief for the Estcourt-Weenen Railway refers to the bridge as the Nyandu Bridge, on closer inspection of the drainage detail on all editions the 1:50 000 topographic maps 2829DD and 2830CC, the names Nyandu and aManzamnyama are shown on the main watercourses while the bridges are on unnamed tributaries. See the Google Earth aerial photograph on image 25.

7. SAR Class NG4 No.11 photographed arriving at Estcourt Station with a goods train from Weenen. During 1911, Kerr, Stuart & Co. Stoke-on-Tent, England, delivered two Hendrie-designed tank locomotives with a 4-6-2-wheel arrangement for the Alfred County Railway (Port Shepstone-Harding). Assigned road numbers 10 and 11 (Works numbers 1207-1208) and designated as Class NG4 at the time of Union, these locomotives were an upgraded version of the earlier class NG3 with a modified boiler design and pitch centred at 4ft 9in (4ft 6in on the NG3) above the rails.

It appears that by the mid-1920s, Class NG4 No.11 had migrated to Estcourt. The supporting mast for the Natal Main Line's overhead electrification seen in the background indicates this photograph dates from sometime after 1925. By the time of this photograph, increasing motor traffic on Lorne Street, the town's main thoroughfare had necessitated moving the narrow-gauge railway's rudimentary passenger terminus from the Station's street frontage to a siding alongside the main platform. This photograph shows one side of the masonry-edged platform running parallel with the main line served the narrow-gauge trains. The bay platform remained in use until 1957, when the remodelled station yard and new platforms for the main line passenger services were completed. With the new main line passenger services platforms located some distance from the station building, the vacated main platform was allocated to the narrow-gauge line's passenger service and remained so until 1983. The main platform extended from the Wagen Road overbridge to way beyond the Station building.

8. One of the second series of narrow-gauge Garratts, NG/G11 No.54, seen here tucked away in Estcourt's loco shed photographed by Charlie Lewis in February 1964. The second series was erected in April 1925 at the Durban Mechanical Workshops and carried the road numbers 54 and 55 (also referred to as Class 'NG/G11A'). They were superheated, fitted with piston-valves and externally distinguishable by their longer smokeboxes. Their slightly larger cabs were an improvement on the first series. The weight of the second series of NG/G11 locomotives was given as 48 tons 4¾ cwt. They had the same tractive rating as the first series but carried an additional 60 gallons of water in the front tank while the bunker's capacity remained the same to hold 2½ tons of coal.

9. NG/G11 No.54 photographed outside Estcourt loco shed. Leith Paxton's records show that No's 54 and 55 arrived in Estcourt during 1940 and worked on the Estcourt-Weenen line until late 1965, after which they were transferred to Humewood Road and relegated to shunting duties until withdrawn from service on 10 May 1973.

10. The late Dave Parsons captured this monochrome portrait of NG/G11 No.55 at Estcourt shed. According to Estcourt locomotive foreman Robbie Robertson, the locomotive shed seen in the background was built for both gauges as part of the 1950s redesign of the whole station yard. Up to that time, the narrow-gauge locomotives had no shed of their own, and the spare locomotive lived out in the open. Fitters came over from the old NGR locomotive shed on the opposite side of the yard to perform routine repairs.

11. Just four months before closing the Estcourt-Weenen narrow-gauge branch, John Middleton took this image of Estcourt loco shed on 23 April 1983 with NG/G13 No. 78 slumbering inside. Two locomotives worked the line: the operative locomotive stabled in Weenen and the spare shedded in Estcourt. The locomotives were exchanged after 20 working days. Routine maintenance and running repairs were undertaken at Estcourt, but for all heavy overhauls, the locomotives were transported to and from the Mayor's Walk Mechanical Workshops in Pietermaritzburg on specially adapted low-loader flat wagons. From 14 June 1982, both locomotives were based in Estcourt after the Weenen loco shed was closed.

12. NG/G13 No.77 at the coaling stage taking water at Estcourt yard on 23 April 1983. As can be seen from the dual gauge arrangement, the stage also served to re-fuel the 'Cape' gauge locomotives allocated to Estcourt for shunting duties and working the Bergville branch before the diesels arrived in 1978.

13. The SM in discussion with the driver of this Weenen bound daily mixed headed by an unidentified NG/G13 at Estcourt Station.

Where else in South Africa does a narrow-gauge branch railway depart from Platform 1 of the main line station other than Estcourt? This arrangement came about in 1957 after the completion of the Estcourt station yard's remodelling and coincided with the opening of the new alignment of the main line to Mooi River. With the new main line passenger services platforms relocated some distance from the station building, the vacated main platform became the arrival and departure point of the narrow-gauge line's passenger service and remained so until 1983.

14. An unidentified NG/G13 departing Estcourt Station with a respectable revenue-earning load leaving for Weenen.

15. We are fortunate that Brian Couzens was in attendance on the day in October 1976 to record the special occasion of a double-headed goods train leaving for Weenen. However, the second locomotive was not in steam; it is NG/G11 No.55, moving from Estcourt to Weenen. This historically significant Garratt was transferred from Humewood Road, Port Elizabeth, to Weenen after being withdrawn from service in 1974.

After arrival in Weenen, NG/G11 No.55 was cosmetically restored and remained on static display in the station grounds.

16. Climbing steadily from Broomcliffe, a grand vista opens up over the parched landscape with the uKhahlamba ('Barrier of up-pointed spears'), the Drakensberg, silhouetted in the background forming the backdrop - a magnificent sight when covered with snow. This mountain range stretches for more than 1000 km from the Eastern Cape to Limpopo Province. Its highest elevation, Thabana Ntlenyana ('Beautiful little mountain' in Sesotho), 3482 m, is in Lesotho.

18. About 40 members of the Railway Society of Southern Africa (RSSA) Reef Branch and the Historic Transport Association (HTA) took part in the Estcourt-Weenen Railway excursion on 23 April 1983. A photo stop was held at Scheepersfontein on the Weenen bound leg of the trip. Visible heading back to the train are Brian Cooper, Ray Jordan and Allen Jorgensen, all of them stalwarts of the RSSA Preservation Group. The open balcony coach on the rear of the train is, of course, the lovely old ex NGR NG4, one of four built for the line in 1906.

"The Estcourt-Weenen narrow gauge line? Oh yes, I know of it; in fact, I have been passing through Estcourt for over 15 years and even once visited Weenen, but the line itself? No, not a top priority, too many other steam lines going diesel or electric. Besides, the longer Port Shepstone-Harding and Umzinto-Donnybrook narrow-gauge branches, both of which I know, are reputed to be far more scenic.

That was my opinion, at least until Saturday, 23 April 1983, when at the invitation of Ian Brickett, follow enthusiast and member of the RSSA and the HTA, I finally made acquaintance with the Weenen branch, which, barring some unexpected reprieve, is expected to close in the near future. And what a pity, since this relatively short branch has a character quite unique and different from all other SAR narrow-gauge lines."

Quoted from an article in South African Transport (May 1983) by Allen Jorgensen '24 Inches to Weenen'.

19. Drop-off place where the locomotive driver would stop to allow passengers to walk across the ridge and wait for the train to catch up on the other side. It provided a photo opportunity to capture the train coming around the horseshoe curve.

20. The grand panorama that greeted passengers as the train rounded the 200ft radius horseshoe curve; looking straight across towards the Weenen Game Reserve, the Bushmans River valley and the poort (gorge) flanked by uMthunzini, 1279 m (left) and uNotethe, 1207 m (right) in the distance. The Weenen Game Reserve covers an area of 5 000 ha; it was established as the Weenen Nature Reserve in 1975.

21. Shortly after km post 19 between Wondergeluk and Stanley, the line starts its cautious descent into the Bushmans River valley – a hot and sub-humid tributary valley of the Tugela. The line loops around a knoll on a tight 200ft (61 m) radius horseshoe curve – the train can be seen coming into view - and then continues to fall on a steady grade to Halfway House.

22. The drop-off site for passengers undertaking the walk across the ridge was to the right of the solitary tree on the edge of the image.

23. Topping up the loco's water tank at Bassons Kraal (between kilometre posts 25 and 26) with the fireman keeping a watchful eye on the water level while some inquisitive passengers observe the proceedings from the top of the stand.

24. NG/G13 No. 77 passing the station name board of Mielietuin, the only passing loop on the line. This photograph was taken on 23 April 1983 by John Middleton on the RSSA Reef Branch and Historic Transport Association trip.

25. Google Earth Image of the Weenen Nature Reserve (now Game Reserve) shows the location of the two bridges seen in photographs 28 and 51. Although the 1906 Report of the NGR Engineer in Chief for the Estcourt-Weenen Railway refers to the bridges as Inyandu Spruit Bridge and Amanzimyana [sic] Bridge, on closer inspection of the drainage detail on all editions the 1:50 000 topographic maps 2829DD and 2830CC, the names Nyandu and aManzamnyama are shown on the main watercourses while the bridges are on unnamed tributaries.

26. NG/G13 No.78 crossing the two 40ft (12,2 m) spans over the gully of an unnamed tributary of the Nyandu.

27. View from the cab window of NG/G13 No.77 after crossing the bridge over the unnamed tributary of the Nyandu and drifting towards the bridge over a branch of the aManzamnyama.

28. NG/G13 No.77 crossing the two 40ft (12,2 m) lattice girders on a 92-metre radius curve spanning the gully of an unnamed tributary of the aManzamnyama between kilometre posts 35 and 36. Note the driver perched on his swivel seat to escape from the heat in the cramped cab.

29. During the last years of operation, Mona Halt, like most of the other stopping places along the line, was nothing more than a name board. In the past, it was a token station with a siding or passing loop where the loco's fire was cleaned. Following the goods wagons are a guards van and third-class passenger coach No 10 bringing up the rear.

Not far from here, the line enters Tierkloof, a rugged valley choked with boulders and thornbush, on a 330ft descent to bring the line down to the flood plain of the Bushmans River. Extensive earthworks made a deep gash along the hillsides, with one rock cutting some 30ft high to the top of the batter. A 15ft semi-circular masonry arch culvert takes the line across the Tiger Kloof Spruit (Unothongo).

30. General view of Weenen Station (2841ft/866 m a.s.l.), located next to the Greytown-Colenso main road (R74), about one kilometre from the town centre. As can be seen from this photograph taken by John Middleton on 23 April 1983, the station master, Mr André Lodewyks and his staff took great pride in keeping the yard and adjacent grounds in immaculate condition. It was like a public park with shady trees and flower beds bordering the neatly trimmed lawn.

The yard layout comprised three roads, with the middle road terminating at the loco shed at the far end. A spur of the reversing triangle is linked to the middle road. There was a shed for the inspection trolley at the triangle's apex. The buildings on the left included the Station, a covered goods loading platform, large goods shed and an office.

The arrival of NG/G11 No.55 at Weenen Station recorded by Brian Couzens in October 1976. (see on image 15)

31. The arrival of NG/G11 No.55 at Weenen Station recorded by Brian Couzens in October 1976. (see image 15)

32&33. Compare the two photographs of NG/G11 No.55: the top picture dates from the late 1970s – a few years later, the locomotive was beginning to show the tell-tale signs of neglect.

A news item published in the 1996 March/April issue of SA Rail & Harbours on page 73 elaborates that "NG/G11 No.55 and coaches had been purchased by the Weenen-based interest group and relocated from the old Weenen Station to the 'Lilliputian Train Hotel', which had formed part of the 'Weenen Biosphere Reserve', offering accommodation for tourists visiting the area for game viewing at game farms and the Weenen Game Reserve, all close by". At the time, the locomotive was described as being in surprisingly good condition. Several months later, SA Rail & Harbours reported that the business venture had gone insolvent.

A follow-up report in the 1997 April/June issue of SA Rail & Harbours stated that the Weenen Town Council was negotiating the sale of NG/G11 No.55 to the Exmoor Steam Railway in England. The South African Monuments Council stepped in to stop the deal from going through by declaring the locomotive a 'National Treasure' and thereby prevented its export.

33. Please refer to the caption to photo 32 above.

34. In 2003, NG/G11 No.55 was recovered from Weenen and transported to the Bloemfontein Loco Workshops, where the Sandstone Heritage Trust team, under Lucas Nel's supervision, restored the locomotive to working order. It was returned to service in August 2004 on Paton's Country Narrow Gauge Railway (PCNGR)*.

The goods truck adjacent to the carriage is D284, rescued from the Estcourt-Weenen Railway. The D truck's design originates with NGR and is the predecessor to the much more common DZ. Its historical significance makes it worthy of preservation.

*Paton's Country Narrow-Gauge Railway operates between All Woodburn and Carisbrooke Halts on the Ixopo (Union Bridge) - Madonela branch, KwaZulu-Natal).

In 2017, NG/G11 No.55 was reported standing out of service in the open at Woodburn Halt, awaiting boiler repairs.

35. Another view of Weenen Yard taken on 23 April 1983 by John Middleton with NG/G13 No.77 shunting. Also seen in the background is the loco shed with the 1000 gallon galvanised-iron water tank. On the staging line, NG/G11 No.55 spruced up with a coat of paint only months before the railway was closed.

36A. The shed from another angle, showing the rugged countryside around Weenen. NGG 59, Billy Bester's favourite engine, ready for her morning shift.

37. An early morning scene around the loco shed with the footplate crew attending to the NG/G13 No.77. In the foreground, the 5 500 gallon galvanised-iron water tank. On the left, the siding to the cattle kraal and loading stage.

38. The regular passenger coaches parked for the night at the goods loading platform at the end of the day's run. The closest vehicle is No 4, the oldest passenger vehicle in use dating from the days of the NGR. After modification in the early 1980s, it had a single compartment with seating for eight passengers (six in comfortable armchairs in pairs and bench seat for two passengers), all first-class and a toilet off the passageway. Access to the rear compartment was through the guard's compartment from outside. There was a bench seat for three passengers in the compartment along the coach's width and access to the toilet, which filled the space of the rear balcony.

The next coach/van is No.29, a vehicle dating from 1907 (NG N6), which has seating for nine passengers.

Bringing up the rear is No.952, a typical wooden SAR guards van with limited passenger accommodation. It carried the few third-class passengers that travelled on the train.

39. Weenen Station and covered goods loading platform photographed in the late 1960s. The station had thatch covering the corrugated-iron roof to keep the building cool in the summer months.

40. On a wet, gloomy morning, NG/G13 No.78 is brewing up and getting ready for departure from Weenen Station.

41. NG/G13 No.78 sending copious amounts of steam and a plume of smoke into the air as it pulls out from Weenen Station on the daily run to Estcourt on 25 October 1976.

42. NG/G13 No.77 with the 'Liliputian' headboard gleaming in the sunshine at Weenen Station on a cold winter morning in 1977.

43. A classic photograph of the setting of Weenen Station with the daily mixed departing – it must indeed have ranked as the best-kept station yard in Natal – just look how immaculately the lawn is manicured and how tidy the ballast is.

44. And if the previous photograph should have won a prize, how about this postcard-perfect monochrome taken by Harald Navé in April 1979 of the departure of the daily mixed with the narrow-gauge Garratt charging out of Weenen Station in full cry (this photo comes to us courtesy of Alfred Luft, custodian of the Navé collection).

45. NG/G13 No.78 gathering pace on 26 October 1976 along the 1½ miles of track between Weenen Station and New Furrow, which was the longest straight stretch on the line as it runs alongside the Greytown-Colenso R74 main road.

46. An Estcourt-bound train approaches the cattle grid at the Weenen Nature Reserve fence and tackles the 387ft ascent over a distance of a little over 3 miles to the summit in Tierkloof.

47. NG/G13 No.77 on a staged run-past negotiating Tierkloof on the RSSA/HTA's return trip to Estcourt on 23 April 1983. Two trucks loaded with hay – hardly a taxing load - constituted part of the return traffic consignment.

48. An unidentified NG/G13 rounding one of the 175 m radius curves with a heavy load on the 1 in 33·3 grade through Tierkloof.

49. The train stopped at Water Tank, about 880 metres past the Mona Halt signboard, to clean the fire and replenish the loco's water tank before resuming the journey. The fireman (or driver?) appears to be attending to something amiss on the locomotive, NG/G13 No 60 sporting a mid-blue frame. Note the giant mountain of ash built up over time alongside the track only six miles out of Weenen.

50. With its fire cleaned, its water tank filled to the brim, and a full head of steam, an unidentified NG/G13 hauling the same train photographed by Mervyn on image 48 charges across the two 40ft spans over the unnamed tributary of the aManzimnyama on its way to Estcourt.

51. NG/G13 No.77 crossing the two 40ft girders over an unnamed tributary of the Nyandu (between kilometre posts 34 and 33). The B-bogie behind the engine is loaded to the hilt with one of the staple traffics on the line - potatoes.

52. The same train photographed by Mervyn appearing on images 48 & 50, arriving at Mielietuin passing loop. Visible in front of the passenger shelter is the box for the wooden staff.

Mielietuin was originally named Halfway House, located on the farm Groote Milie Tuin, which Voortrekker leader Andries Pretorius (1798-1853) once briefly owned. In 1848 he moved to the Transvaal to escape British rule. He played a pivotal role in setting up the South African Republic and the earlier but short-lived Natalia Republic. South Africa's administrative capital, Pretoria, is named after him.

(Elwyn Jenkins is gratefully acknowledged for supplying the information about the farm Groote Milie Tuin's first owner.)

Nearby, the 'dirt' district road connecting Estcourt with Weenen crosses the line. After the railway was closed, this road was upgraded and tarred.

53. There are no details for the location of this gem from the THL collection. Judging from the cattle grid and the unguarded level crossing street sign (just cut off on the right edge), the photograph could have been taken after crossing the district road at Stanley. Following the goods wagons, the first vehicle is No.4, then a third-class balcony coach (carrying 30 passengers on bench seats running longitudinally and a toilet cubicle on one side). Bringing up the rear is a 'wooden box wagon'.

55. The 'Liliputian' cautiously crossing the old main road (R103) four miles north of Estcourt. Before the N3 motorway opened in the mid-1970s, this was a busy stretch of road carrying all traffic from the Transvaal (now Gauteng and Mpumalanga) and Orange Free State (Free State) to the coast. With just the regulatory railway level crossing road sign, one wonders how many near and not-so-near misses were recorded over time at the site.

56. An unidentified NG/G13 from Weenen heading towards Estcourt station with coaches and wagons. Usually, the conventional mixed train composition was nine goods wagons, two passenger coaches and a guard's van. Upon arrival at Estcourt yard, the passenger coaches were uncoupled while the locomotive shunted the goods wagons. When this was all done, the locomotive returned to haul the passenger coaches to the platform at the Station.

57. Charles recalls, "Firmly in Ian and my memories was a trip to Weenen after the train was based in Estcourt when cattle truck 1527 was given an ox for delivery to the Bacon Factory. It had to be transferred to a Cape Gauge truck at the Goods Yard, and the driver and fireman did the job. I photographed the scene – the ox refused to leave the cosy narrow- gauge truck, despite the coaxing of the brave fireman who went in complete with poker, maybe hot out of the firebox? It took quite a while; with some shaking about the truck, we hoped the stoker was safe. Eventually, the ox gave up resistance and sauntered across to the other truck (but too quick for my camera), where he was promptly locked in, secure on his way to the butchery. Full marks to the fireman, no sign of objecting to his job or fear of risk to his safety – I imagine some trade unionists would have something to say about that! (let alone yours truly)."

58. The arrival of NG/G13 No.78 with two passenger coaches and the guard's van at Estcourt Station. This train has already visited the goods yard, left trucks for Estcourt there, and made up the load for Weenen ready to collect on the return journey. Seen here entering Estcourt passenger platform with only coaches and van. An order prior to 1981 ended the earlier practice, seen in photograph 56, of bringing the return goods load to Estcourt Station before setting off for Weenen.

59. Mid-blue liveried NG/G13 No.59 at the start of the platform at Estcourt Station. Billy Bester recalled: "I painted the first loco, No.55, blue and got reprimanded for my trouble. Most enthusiasts were in favour of the colour, but some said I had spoilt the loco. When I was at Weenen, I found that I had to satisfy many people – some wanted the loco black and some wanted it in another colour." The operating locomotive was always kept in immaculate condition and carried the 'Liliputian' [sic] headboard.

60. NG/G13 No.78 tightly secured onto the specially adapted low-loader flat wagons for transportation from Estcourt to the Mayors Walk Mechanical Workshops in Pietermaritzburg a major overhaul. The dome, cab roof and chimney have been removed to avoid fouling the overhead catenary.

61. Ashley came across this gem in the RSSA's photo archive, which captures the unique ground frame and tramway signals at Estcourt:

There were only two known examples of "tramway signals" in operation on the SAR, one of which was at Estcourt, and the other at Esperanza on the Natal South Coast. Each of these was also unique in its own way, as the Esperanza signal allowed the private sugar tramway movements to cross the SAR dual-gauge track between Esperanza and Umzinto, whilst the Estcourt one (shown here) controlled only SAR movements. Here the movement of narrow-gauge trains would be controlled to allow Cape Gauge shunting operations to and from to the Masonite Africa private siding to cross the narrow-gauge running line. As far as can be ascertained, this was also the only SAR layout in the country where semaphore signals were applicable only to narrow gauge train movements. Here are extracts from the official SAR instruction covering the operation of these signals at Estcourt:

CLAUSE 10 (2) [SECTION V] OF THE SAR LOCAL APPENDIX No. 5, NATAL SYSTEM, DATED JANUARY 1970: ESTCOURT:

WORKING OF STATION YARD AND PRIVATE SIDING No. 2134: MASONITE (AFRICA), LIMITED

Narrow-gauge and standard gauge diamond crossings: a diamond crossing is provided where the standard gauge line to Masonite private siding no. 2134 crosses the narrow-gauge line between the goods inter-siding and Peniston.

Up and down signals, interlocked with the standard gauge derails, are erected alongside the narrow-gauge track, approximately 100ft on either side of the diamond crossing. These signals, which are operated from ground frames situated at the intersection of the standard and narrow- gauge lines, are normally at "all right" and must be placed at "danger" by the leading shunter when a standard gauge shunting movement is required to proceed over the diamond crossing to and from the private sidings.

The ground frames, referred to in the preceding sub-paragraph, are locked in the normal position by special keys, which must be retained in the signal cabin at Estcourt. When a shunting movement to and from the private sidings via the intersection of the standard and narrow-gauge lines is to be made, the leading shunter must obtain the special key for the ground frame concerned and the permission of the operator before operating the signals and derails for the shunting operations. On completion of the shunting movement, the leading shunter must replace the derails and signals in the normal position, lock the ground frame and immediately thereafter return the key to the operator.

62. Another image discovered by Ashley in the RSSA’s photo archive is this one of Billy Bester and his fireman posing next to the cab of NG/G13 No.60 at Estcourt Station in June 1971.

THE RETRIEVAL OF ILL-FATED NG/G13 No.59

63. After Billy Bester retired at the end of 1981, the footplate crews were all drawn from Pietermaritzburg. Disaster struck on 4 January 1982, the first working day of the new year, when NG/G13 No.59 overturned on the horseshoe curve just outside of the Weenen Nature Reserve boundary near New Furrow and tragically claimed the life of the fireman. As the Garratt came off and rolled over, the goods wagon behind it came off the rails too and came to rest on top of the rear bunker. The remainder of the consist stayed on the rails.

Charles Parry reports on the recovery of ill-fated NG/G13 No.59:

"The recovery team laid down a temporary track next to the embankment to access the loco that had already been righted by the time (13 February) we rode past on the train with old vehicles behind No.78. This photograph does not show No.78; it is at the other end of the cable. A precaution they had to take esp with a narrow gauge in case No.59 rolled over. It is interesting to see the teamwork of the breakdown crew doing this dangerous work, all playing their parts with skill and commitment. See the cab, where the fireman would have been when No.59 rolled on a curve.

All this happened on a Sunday morning; the breakdown team were from Ladysmith. I had received the news it would happen and fortunately was free after morning service in Estcourt to spend much of the rest of a sweltering day down there. The driver from Pietermaritzburg was still trying to get No.59 out when we arrived (I think the man with ginger hair - Rademeyer?) but was having trouble. Every few minutes, No.59 would derail with a loud bang as the cowcatcher landed hard on the rails and would then have to be re-railed. I heard him saying (really upset with the challenge) that he did not think he would succeed in getting No.59 out. Billy Bester observed all this, no doubt with thoughts about the whole event that we did not get told. Billy took the controls, and it was quickly apparent that he knew what to do; the engine derailed a couple more times, but it got out. In the photograph above, Billy is driving No.78, and No.59 is about to reach the permanent track, after which there were no more derailments.

I think there were some open wagons between No.78 and the start of the cable. Once No.59 had cleared the temporary track, the entourage waited for the temporary track to be disconnected and the permanent track restored. Proper coupling was made with No.59, which was then propelled to coach No.4, waiting with a few more trucks, coupled up, and then the much longer entourage propelled down to Weenen.

No.59 had to be hauled to Estcourt, which happened, I think, the next day. When I next saw the crew, I was told they had several more derailments of No.59 en route, and I am sure were relieved to have gotten it there. Apparently, the journey took much of the day. No. 59 ended up on the transhipment siding for its onward journey to Pietermaritzburg workshops. For several months No.59 stood out in the open in view of the main line out of Pietermaritzburg; I actually did some journeys by train to Pietermaritzburg /Durban (attending Church meetings), making a point of seeing No.59 there. It was scrapped at a later date.

Note the significant peak seen just above the front tank of No.59; this is Mkholomba used during the Siege of Ladysmith with a heliograph during the day and a searchlight at night to communicate with Ladysmith, providing a crucial function as the primary source of information for three months. The direct line of sight from there into Ladysmith made that possible."

SPECIALS AND LAST TRAIN IMAGES

When requested, the station staff at Estcourt and the train crew at Weenen were very accommodating at operating special trains on Saturdays for outings organised by schools, various societies, and clubs. From June 1979, the train ride was included on the monthly 'Natal Midlands Excursion' operated by the Pietermaritzburg Publicity Association. Marketed as the 'Cabbage Express', the railway took on a new life as a major drawcard. The luxury coach left Pietermaritzburg in time for the passengers to join the train departing at 12:30 from Estcourt. Passengers enjoyed a picnic lunch on the train. The luxury coach waited for the passengers at Weenen Station and, after a tour of the historic town, continued to Muden, where a stop was made for a guided tour of the Sonnengold Orange Winery. The tour ended in Pietermaritzburg in the early evening.

64. Polished to perfection, NG/G13 No.60 heads a special train chartered by the Historic Transport Association in 1971.

Charles Parry received the photograph from Robbie Robertson, the former Shed Foreman at Estcourt.

65. A rare three-coach passenger train ran one morning in June 1981 to Estcourt Station after the loco had dropped off goods wagons in the yard. NG/G13 No 78 continued the journey to Estcourt Station with three passenger coaches and the guard's van in tow.

This was a very unusual train - here we have:

1. Coach No.4, ex NGR.

2. Coach No.959, formerly "SWA 'Otavi Sleeper' NG136". This coach arrived from Port Elizabeth refitted from being a van to a full carriage with seating for thirty-seven passengers.

3. Coach No.29 ex NGR, which was no longer needed on the Estcourt-Weenen train, had made its last journey from Weenen to Estcourt before transhipment to Port Shepstone to join the 'Banana Express'.

66. Legendary driver Billy Bester conferring with his fireman with mid-blue liveried NG/G13 No.59 (Billy's favourite locomotive) in charge of the daily, Sundays excepted (SuX), mixed ready to leave from Estcourt Station at 12:29 pm. Passengers seen at the far end are from a tour group boarding the train for the trip to Weenen.

In the mid-1970s, William (Bill) Bizley, senior lecturer at the University of Natal's English Department in Pietermaritzburg, started a campaign to draw attention to the vintage narrow gauge train's potential as a tourist attraction for the region. Bill's efforts were rewarded as the train started to be noticed by the tourism industry and took on a new life as a major drawcard by being marketed as the 'Cabbage Express' on the monthly coach tour through the Natal Midlands operated by the Pietermaritzburg Publicity Association. The train ride was also popular on outings organised by schools, various societies, and clubs.

67. Passengers travelling on the Estcourt - Weenen Railway were issued with this souvenir card. All who travelled on the railway will remember Mr Bester greeting everyone with his friendly, welcoming smile. He is fondly remembered as a man who was really passionate about the job he was doing.

68. This undated photograph of the 'Train VS Runners' was taken close to the level crossing over the old Durban-Johannesburg R103 main road, 4 miles (6,4 km) north of Estcourt. The 'Train Race' was an annual event for several years. While some hardy runners managed to beat the train, the feat was helped along by 'holding up' the train driver at a water stop to give the road runners a 'sporting chance'.

69. Charles Parry organised this special train to run on Saturday, 10 October 1981. Usually, the train operated out of Estcourt only on weekdays, but for the cost of 35 adult return passenger fares, a special service could be arranged. At the time, the single adult first-class fare was R2.95 (children 7-11 years half-fare, children under seven free). The adult return fare was R5.90.

Timetable: Weenen dep. 08:00, arr. Estcourt 11:00; Estcourt dep. Noon, arr. Weenen 14:30.

Locomotive NG/G13 No.78, seen here at Mielietuin, was polished to perfection and had a large '75' stencilled in white paint on the coal bunker as an anniversary decoration – the railway was officially opened on 18 April 1907. Charles commented," I did see it ahead of time and realised it was a year early. But at the time, there was plenty of talk emanating from SAR sources of the line being due to close, so it could have been a shrewd move by local staff to nudge the authorities to at least postpone closure until 75 [years] had been celebrated."

70. Another special operated on 12 December 1981, also organised by Charles Parry. Navy-blue liveried NG/G13 No 59 headed this special train including a goods wagon, coaches 4, 959 and guard's van 952 seen here charging up the grade in Tierkloof.

71. NG/G 13 No.78 pictured just before departure from Weenen heading the Parry Special mixed train of 'old vehicles' on 13 February 1982.

72. On 13 February 1982 (but it could be 1932), Charles Parry chartered a special mixed train of 'old vehicles' for a mere R115.00 (the minimum fare to run the train!).

Locomotive: NG/G13 No.78; two cattle trucks, empty; one D truck, 284, empty; one DZ truck, empty; Coach/van No.4

The D truck was the oldest on the line; the design originated with NGR and is the predecessor to the much more common DZ. Both have patterned pre-stressed steel side panels. See photograph 34 for the move of truck 284 to the Paton's Country Narrow-Gauge Railway; it deserves a safe home. The two wooden cattle trucks were 1920s vintage. Balcony coach/van No 4 accommodated 11 passengers: the total number taken on this train. Eight seats were in the compartment that leads off the balcony. The other passenger compartment, leading off the guard's compartment, had a single seat along the coach's width (2 metres). Each passenger compartment had a toilet. This vehicle was one of the original 1906 NGR passenger carriages with a centre toilet and later modified to its present form. It is still carrying its original NGR number 4 and may be the oldest SAR coach in revenue service.

The 11 passengers paid between them the required minimum fare for the train to run, which amounted to R10.50 each (regular first-class return fare was R6.40), a bargain in anyone's language. (No wonder the train service was running at a loss!)

Timetable: Weenen dep.08:15, Estcourt arr. 10:45; Estcourt dep. Noon, Weenen arr.14:00.

73. On 30 June 1983, the South African Geographical Society's excursions programme included a trip on the Estcourt-Weenen train as part of the conference held at the University of Natal's Pietermaritzburg campus. When the train stopped at Mielietuin, it generated much interest for the residents from the nearby village Makhwezi.

'CLOSURE SPECIAL' TRAIN 27 AUGUST 1983

Charles Parry arranged for a 'closure special' train to run on Saturday, 27 August. Fortunately, he made the booking just days before the official closure date was announced. It was not so much a 'special' as Friday's scheduled train was substituted to run on Saturday. A large contingent of members of the Railway Society of Southern Africa (RSSA) attended. Charles arranged for the water tanker on a DZ and D truck No.284 (ex-NGR) empty to be marshalled in front of passenger coach No.4 for passengers to use if they wished. The train journal compiled by Charles notes the consist for the onward journey as seven trucks, two coaches (Nos.4 & 959) and the guard's van - 10 vehicles/40 axles (125 tons). Departure from Estcourt was at 09:10 and arrival at Weenen at 12:48.

74. The vehicles making up the consist for 'Closure Special' marshalled at Estcourt Station on 27 August 1983. The driver, G P J Rademeyer (with the red hat), in discussion with the guard in the brown uniform (the note I made with his name, unfortunately, has been lost over time - H S Myburgh?) and fireman J S Strydom on the footplate of NG/G13 No.77.

The photograph illustrates the length of Estcourt's main platform extending from the Wagen Road overbridge (behind me) to way beyond the station building.

75. Having cleared Estcourt Goods Yard, the train descends towards the Little Bushman's River bridge and past Broomcliffe Halt before embarking on a sustained 1 in 33 climb towards the level crossing over the old Durban-Ladysmith R103 main road.

76. The 'Closure Special' arriving at Mielietuin loop. In the forward direction, it took in addition to five loaded trucks, empty goods truck D No.284 and a water tank behind the locomotive that Charles Parry requested (SATS were amazingly obliging). These five trucks were probably loaded with revenue-earning goods; otherwise, why were they there? That must mean they carried the last commercial goods traffic to Weenen.

77. Forgive the repetition with another image of the most photographed bridge on the line – the last opportunity to record for posterity NG/G13 No 77 with the 'closure special' crossing the two 40ft lattice girders spanning the gully of an unnamed tributary of the aManzamnyama.

78. The 'Closure Special' after passing Mona Halt, hard-working NG/G13 No 77 is trudging up the 1 in 33 / 1 in 37 grade to gain the mini-summit before descending 150m to Weenen.

79. A black plastic sheet was draped between the concrete supports of the station name board by Billy Bester to mourn the railway's closure.

80. The distraught driver of the 'Liliputian', the late, much lamented Billy Bester, posing in front of NG/G13 No 77 at Weenen Station on 27 August 1983.

81. The last crew of the Estcourt-Weenen train trying to look happy in front of NG/G 13 No.77 on 27 August 1983: G P J Rademeyer (driver), the guard (whose name was recorded but the note has been lost) and J S Strydom, the fireman.

82. With the whistle blowing, the 'Closure Special' is about to depart for the trip back to Estcourt.

83. The 'closure special' seen here heading towards Estcourt on the return journey.

84. The 'Closure Special' with No 77 crossing the two 40ft girders on the curve over an unnamed tributary of the Nyandu (between kilometre posts 34 and 33).

THE LAST SCHEDULED TRAIN 31 AUGUST 1983

85. The last scheduled service: shortly after 1 pm on 31 August, after numerous runs back and forth marshalling the load, NG/G13 No.77 finally advertised its departure with the mournful sound of several blasts from its whistle.

86. With a rake comprising 13 goods wagons, passenger coaches No 4 & No 959 and guard's van No 952 in tow; NG/G13 No 77 clattered out of Weenen station with the final revenue-earning service. The fifty children of Weenen Primary School were treated to the last ride to Estcourt as well as some pensioners, who joined the train at Mielietuin.

87. The last revenue-earning service with its rake of 13 goods wagons (nine goods trucks above the maximum for a loaded train), two passenger coaches and a guard's van on its ascent of Tierkloof.

THE SECOND LAST TRAIN 5 SEPTEMBER 1983

88. Seen near Peniston on Monday, 5 September, NG/G No.77 with coach No.4 in tow, returned to retrieve the remaining 17 empty goods wagons left at Weenen Station.

To speed things up we have spread responsibility for forthcoming chapters in Soul of A Railway considerably: after his brilliant work on Estcourt-Weenen Bruno Martin will be continuing with the rest of the Natal narrow-gauge lines, Les Pivnic will complete his Harbour series with East London harbour, after which he moves to System 2 to cover the Cape Northern lines starting with the Main Line from Welverdiend to De Aar; Peter Stow will be bringing you the Cape Eastern System (System 4); Sandy Buchanan has undertaken to complete System 8, the old Eastern Transvaal System and Charlie Lewis will be completing the Orange Free State (System 5) and the Western Cape (System 1). Some of us aren't getting younger so the foregoing is conditional upon us staying the course. Thank you for your forbearance and we trust that you too will stay the course.