BARKLY EAST BRANCH

System 4

Cape Eastern System

Part 11

Barkly East Branch

Compiled by Bruno Martin ©

Please note: All photographs, maps and text in Soul of a Railway are protected by copyright and may not be copied or reproduced in any way for further use without prior permission in writing from the compilers of this series, Les Pivnic, Charlie Lewis and Bruno Martin.

ACKNOWLEDGEMENTS AND THANKS

The following colleagues contributed photographs and information to this chapter:

Allen Jorgensen, via Dick Manton Collection; Charlie Lewis; Dick Manton; Jacque Wepener; John Carter; Johannes Haarhoff; John Middleton; Les Pivnic; Paul Stratford; Peter Micenko; Roger Darsley; Roger Griffiths; Terry Hutson (Editor of SA Rail/SA Spoor, SA Rail & Harbours); Yolanda Meyer (Transnet Heritage Library).

Since the (temporary) closure of Transnet's Heritage Library, the archival documents related to the early reconnaissance surveys of this branch line were not accessible at the time of compiling this chapter. A special thank you is extended to Emeritus Professor Johannes Haarhoff, the founder of Digital Rail Images South Africa (DRISA), who has expanded the DRISA site's coverage to include scans of the General Manager of Railways' Annual Reports from 1910 to 1972 and Monthly Bulletins from 1910 to 1947, providing valuable information. In addition, Johannes made available to me his detailed compilation of notes made on his visits to the National Archives in March 2013, which relate to the engineering reports and correspondence from 1903 to 1932, detailing the construction of the Barkly East Branch.

As always, we are indebted to the steam chasers, who have provided us with an invaluable photographic record. Finally, we acknowledge the correspondents who meticulously noted their motive power observations, which were published by the Railway Society of Southern Africa (RSSA) in their Newsletters and SA Rail/SA Spoor from 1961 to the early 2000s.

My sincere apologies to anyone who should have been acknowledged but was unintentionally missed out.

INTRODUCTION

The South African rail network boasts numerous remarkable lines, each with distinct characteristics that follow severely graded, sinuous routes through dramatic scenery, setting it apart from the others.

The feature that places the 97-mile-long Barkly East Branch in a league of its own is that eight reverses ("switchbacks") are incorporated into its alignment, abounding in sharp curves and fierce gradients set against the backdrop of magnificent mountain scenery.

Adopting reverses on South Africa's rail network was not confined to the Barkly East Branch; in 1891, the old Natal Main Line used reverses at Laing's Nek (now Langsnek) and Van Reenen's Pass for the ascent of the uKhahlamba 'Barrier of up-pointed spears' / Drakensberg. While these reverses have long been bypassed, the Barkly East Branch's unique alignment remained in regular use for 89 years.

The six reverses between Melk and Motkop were not included in the initial alignment design but were constructed as a temporary bypass, pending completion of the planned alignment. The planned alignment was delayed until traffic volume warranted the financial outlay to build an estimated 1,200-foot-long bridge, which would span 300 feet above the Karringmelkspruit. As a branch serving the Witteberge agricultural area, known for its cold and windy conditions, the railway consistently performed poorly, recording low traffic volumes. Given its position near the bottom of the profitability rankings, allocating more than £50,000 to build the bridge, as initially intended, could not be justified. So, the highly inefficient, cumbersome, and slow-working arrangement, which limited the train length to 32 axles between Melk and Motkop, remained a permanent fixture until the branch's closure in August 2001.

Had the Karringmelkspruit Bridge been built, it would have provided a spectacular setting that would have rivalled the first Gourits River Bridge.

THE CONSTRUCTION PROGRESS OF THE LINE AS REPORTED IN ENGINEERING REPORTS AND THE GENERAL MANAGER OF RAILWAYS' ANNUAL REPORT

The Barkly East Branch was constructed in four stages over a 27-year period, from March 1903 to December 1930. World War I, from 1914 to 1918, and financial constraints paused further construction after the branch reached New England in 1915. Although the extension to Barkly East was approved in 1925, its construction didn't start until late in 1928, after the branch's economic viability had been assessed, and was finally completed in December 1930.

1st Section (Cape Act 38 of 1902):

Aliwal North – Lady Grey, 39 miles 62 chains.

Further details regarding the 1898 route depicted on the map above are currently not accessible due to the (temporary) closure of Transnet's Heritage Library.

Cape Government Railways Resident Engineer, Allan MacDonald Campbell, arrived in Aliwal North on 27 December 1902. After a visit by the Railway Commissioner in February 1903, Campbell started on a detailed survey of the route to Barkly East. Construction work began at the end of March from a junction located about 1·5 miles south of Aliwal North Station. For the first 15 miles, the line traverses an undulating countryside of farmland, then steadily gains height, climbing from the Kraai River Bridge to Lady Grey.

It transpires that at the start of construction, the gauge of the railway had not been decided upon, so the earthworks from Aliwal North to Lady Grey were initially excavated for a 2ft gauge railway, while the bridges and culverts were wide enough to accommodate a 3ft 6in 'Cape' gauge railway. Subsequently, instructions were issued to widen the cuttings and embankments for the 3 ft 6 in gauge.

There were no major obstacles, and the only significant bridge required was the one for crossing the Kraai River at milepost 15¾. The original bridge comprised five 15-ft timber trestle spans, two 75-ft steel girder spans, and one 100-ft steel girder span. The completion to Lady Grey was delayed by the work at the Kraai River Bridge, which was interrupted by floods.

This section was opened to Lady Grey on 2 November 1905.

2nd section (Cape Act 34 of 1906)

Lady Grey – Gairtney, 26 Miles.

On 22 March 1904, Resident Engineer Campbell submitted to the Cape Government Railway's Chief Engineer in Cape Town the following cost estimates:

Gauge                              3 feet 6 inches         2 feet

Lady Grey to Gairtney       £8232 / mile            £5599 / mile

Gairtney to Barkly East      £6484 / mile            £4537 / mile

The extension from Lady Grey to Gairtney was authorised in 1906, with a construction cost allowance of £197 515. Construction did not commence until April 1910, just a few weeks before the establishment on 31 May of the Union of South Africa and the unification of the Cape Government, Natal Government and Central South African Railways under one administration to form the South African Railways and Harbours (SAR&H).

CROSSING THE KARRINGMELKSPRUIT VALLEY

Building a railway alignment to cross the deeply incised Karringmelkspuit* Valley posed a significant challenge for the engineers designing a 'low-cost' branch from Aliwal North to Barkly East. Resident Engineer Campbell's audacious plan proposed that the railway cross the gorge on a bridge, 722 feet long and towering 300 feet above the valley floor, and then proceed through a short tunnel to continue up the adjacent valley.

*Karnemelk (Dutch) Karringmelk (Afrikaans), butter milk.

Originally spelt 'Karnmelk'. Down in the depths of the river, when it floods, the water foams and froths. This appearance explains the name 'Karnmelk' (butter milk).

An excerpt from telegrams filed at the National Archives, dated August 8 and 9, 1906, exchanged between F L Dwyer, Acting Chief Engineer of Construction, Victoria West and the [Railway] Commissioner, records the discussion they had relating to the location and cost of building the five-mile extension for crossing the Karnmelkspruit [sic] Valley. For the descent into the valley, two viaducts, one about 100 feet and a second 199 feet high on a five-chain radius, were proposed. The estimated cost of building the framed trestles was approximately £11 000, and the total cost of the extension was estimated at £40 000.

In correspondence dated 24 September 1907 to the General Manager of the CGR, Resident Engineer Campbell submitted his resignation, noting his regret at being unable to revise the cost estimates. Campbell's tracing of a plan and section used for the Lady Grey to Gairtney estimate, along with accompanying documents, was forwarded to Chief Engineer, A G Dalton.

The District Engineer in charge of the construction of the Lady Grey-Gairtney line, T H Watermeyer, on 16 July 1910, submitted three engineering drawings and a covering letter to the SAR Chief Engineer, A M Tippett. Watermeyer suggested that the best bridge position for crossing the [Karnmelkspruit] riverbed would entail "removing two large boulders from the somewhat treacherous nature of the formation, being composed of beds of sandstone and shale. It is therefore advisable to keep the foundations of the piers as far away from the edges of the krantzes as possible". Watermeyer proposed using concrete for all foundations and abutments. Aerial gear would be employed for pouring the concrete abutments. If the Victoria Falls Bridge gear is unavailable or unsuitable, a suitable alternative may be found at Sir John Jackson's Works in Simon's Town.  

The proposal was then sent to the bridge engineer, J MacKenzie, on 19 August 1910, who provided cost estimates for both a trestle and a cantilever bridge. MacKenzie noted that the viaduct was somewhat higher than he had thought. A cantilever bridge, similar in design to the Gourits River Bridge, but requiring slightly longer sections, was favoured because the valley's profile was well suited for such a structure. Regarding cost, the trestle was estimated at £42 000, and the cantilever at £45 000.

However, in his five-page report dated 23 August 1910, MacKenzie reevaluated the suitability of a cantilever design and recommended that a trestle bridge would be more suitable given the local conditions. He elaborated, "Had it been possible to order the bridge work when the line was started, I do not doubt that a cantilever bridge especially designed for the site would have proved the most economical." He goes further to explain that the aerial gear and work involved in erecting the cantilever arms and riveting the cantilever bridge sections at the site were very time-consuming. Components of the trestle bridge, on the other hand, could be riveted beforehand. Recommending the same location, but using a trestle bridge, he commented: "In conclusion, may I urge the desirability of expediting the delivery of the steel work as much as possible, even if a higher price has to be paid for it. Otherwise, this construction will be unduly prolonged, and the cost of the line increased thereby."

On 14 September 1910, the Chief Engineer instructed the District Engineer to determine the location for the cantilever bridge on the ground and to adjust the alignment to make the best use of the site. Reinforced concrete could replace steel caissons, allowing the foundations to be installed without delay.

An urgent request was sent on 20 September 1910 from the New England Farmers Association to the Minister of Railways to open the railway line to Karnmelkspruit* by 1 December, as approximately 4,000 bales of wool needed to be transported. The early opening of this stretch in time was dependent on the arrival of a shipment of Jarrah sleepers from Western Australia, which was not expected to be delivered until mid-November. The railway's opening did not take place because the sleepers did not arrive until the end of the year.

*On 1 April 1911, two names were suggested for the temporary terminus: Cloete, named after the farmer who owned the land where the siding was located, and Karnmelk, named after the nearby spruit in the valley below. The Railway Administration did not approve the use of person names and decided against using Karnmelk, as there was already a siding named Karnmelk's River between Swellendam and Heidelberg in the Cape Province. As a result, the name Melk was proposed, which was approved by the Postmaster General and registered on 2 June 1911.

District Engineer Watermeyer reported to the Chief Engineer on 1 October 1910 that once the location of the cantilever bridge was established on site, relocating it offered no discernible benefit. The rock foundations proved to be deeper than initially expected. Consequently, due to the gorge's width and the foundation requirements of the cantilever bridge's pier at the Lady Grey end, it was found that the Gourits Bridge design presented certain disadvantages when compared to a trestle.

Between November 1910 and April 1911, rock samples were taken, and boreholes were drilled in the bedrock as part of the preparations for the pier foundations. A description of engineering techniques to be employed for anchoring box girders at abutment locations was prepared. In late July 1911, the Chief Engineer requested the specifications used for the manufacture and fabrication of the Gourits River Bridge's structure from the supplier in England. A report was requested on the foundations for the concrete work, as the revised design specified concrete piers instead of the original steel trestles. This change increased the concrete requirements to 10 000 cubic yards.

The cost of the tunnel was given as £2 928, or £38 per yard. Length between outside of portals 228 feet 6 inches (69,65m). Gradient 1:200 towards Karringmelkspruit for drainage. As the tunnel passed through beds of shale underlying the sandstone rocks in the krantz (rock ridge), lining in masonry was proposed due to the difficult access in getting concrete on site.

On 9 August 1911, a telegram from the Chief Engineer to the District Engineer reads: "With a view to a serious delay in completion of construction owing to Karnmelk Bridge, is there any possibility of getting a 1 in 30 deviation into and out of the river so that pending construction of the bridge line might be completed to Gairtney and traffic run. If so, please report to me by wire as soon as possible. Possibilities and cost." A month later, a follow-up telegram reads: "The matter is still under consideration and, provided a gradient of 1 in 30 can be obtained, there is a possibility that the erection of the viaduct may be postponed indefinitely."

The response from the District Engineer provides the following details: a 1 in 30 graded deviation, approximately 4 miles long, inclusive of five or six reversing stations, would cost about £15 000 to build. On 21 August, the District Engineer received instructions to proceed with the survey of the proposed temporary deviation and to submit the compiled sections and estimates.

Meanwhile, preparations for the bridge construction continued unabated, with stone and sand samples being forwarded for analysis at the Transvaal  University College. On 5 September 1911, the construction engineer, now based in Johannesburg, issued a five-page report that summarised the status of the Lady Grey-Gairtney line. Regarding the bridge, it stated that the Karnmelk Spruit would be crossed at a height of approximately 300 feet above the riverbed. A 434-foot cantilever span with 144-foot approach spans was proposed. Design drawings for the bridge were in preparation, and tenders for the concrete foundation to the piers and abutments were soon to be advertised. The abutment foundations must be sunk about 45 feet into the underlying sandstone. The total cost of this work was approximately £50,000 and was likely to take nearly two years to complete.

At this juncture, it appears that the engineers remained firmly committed to building the bridge. In addition to inquiring from the Chief Storekeeper about the number of casks of cement readily available, orders were prepared for the shipment of several thousand casks of Portland Cement from England. Meanwhile, the planning process for the bridge experienced some delay due to the limited number of staff assigned to attend to the bridge project. The bridge engineer, J. MacKenzie, suggested obtaining a price for the steelwork and the earliest possible delivery date from the manufacturers in England. He also noted that it had been decided to revert to the steel trestle design on concrete cylinders, but with some modifications.

On 23 November 1911, Chief Engineer A M Tippett informed the Railways General Manager, W Hoy, that the bridge drawings were complete. The bridge was estimated to cost £52 600 and was expected to take two years to build. A provisional deviation on a 1 in 30 compensated gradient would entail an expenditure of £15 181. Of this amount, £4,635 could be recouped upon completion of the bridge, based on an anticipated 50 per cent recovery of materials from the deviation after the bridge's completion, resulting in a net cost of £10 446. An amount of £84 000 had been spent so far; the estimated interest on this sum for two years was approximately £6 720. "Although the adoption of the reversing stations is not generally desirable, under the circumstances, I believe that the deviation should be adopted as it would not only permit the completion of the line and its possible extension to Barkly East but would also facilitate the erection of the viaduct. The erection of the viaduct could, if considered advisable, be deferred until a later date."

Five days later (28 November), following receipt of the General Manager's approval, A. M. Tippett, the Chief Engineer, issued instructions to proceed with staking out the route of the deviation and prepare for its construction.

On 1 December, the section from Lady Grey to Melk, 9 miles and 73 chains long, was officially opened. The track was constructed using 35 lb/yd rails mounted on Jarrah sleepers, with a ruling gradient of 1 in 36 and compensated for curves with a minimum radius of 330 feet. The maximum axle load was 7 tons, and the speed was 11 miles per hour. Melk siding had the following facilities: a goods shed, wagon landing, cattle kraal, shelter, office, triangle, two dead ends, and two loop lines.

No reports recorded the progress of the deviation's construction until 25 November 1912, when the Chief Engineer informed the General Manager that the section from Melk to Motkop would be handed over to transportation on 20 December. When construction began in February 1910, the District Engineer significantly altered Campbell's planned route, which ended on the farm Gairtney. The relocation of the terminus to Motkop received approval from a deputation representing Kraai River farmers on 24 November 1910. With sufficient funds remaining in the contract, an extension of 7·5 miles from Motkop to a government outspan between Wepener and Orpendale was requested.

The schedule from Melk to Crossing Loop (4th Reverse) was 29 minutes; from Crossing Loop (4th Reverse) to Motkop was 78 minutes, totalling 107 minutes. In the opposite direction, the time from Motkop to Crossing Loop (4th Reverse) was 40 minutes, and from Crossing Loop (4th Reverse) to Melk was 57 minutes, totalling 97 minutes. The maximum grade from the 6th Reverse to Motkop was 1 in 36 compensated, and on the deviation between the reverses, 1 in 30 compensated. There were 5 level crossings on the farm of C W Cloete at 83m/32c, 83m/45c, 85m/62c, 85m/67c and 86m/21c (miles/chains). The track on the deviation was laid with 35-lb/yd rails on 2112 Jarrah sleepers/mile, and ballast, 1400 cubic yards/mile, was used.

It appears that once the deviation was operating, no further work was done on the unused formation from Melk to the cliff edge of the gorge. Resident Engineer A Stephenson enquired whether the formation between Melk and the viaduct must be maintained. "Unless a gang be employed from time to time in clearing away the debris which continually falls on the formation both in wet and frosty weather, I am afraid that considerable expense will be entailed in opening these cuttings should it be found necessary to do so in a year or so." The Chief Engineer responded: "No further expenditure should be incurred in connection with the clearing of the formation between Melk siding and the end of the proposed viaduct." It is worth noting that the tunnel and formation from Melk were completed approximately three months (August 1911) before the decision was made to proceed with the deviation.

Over the years, the abandoned trackbed and tunnel have given rise to numerous theories about why the bridge was not built. The most familiar stories told about the bridge are:

●"During World War 1, a ship loaded with bridge material en route to South Africa was sunk by a U-boat, a disaster that would profoundly affect a spectacular branch line" (quoted from The Great Steam Trek, by C P Lewis & A A Jorgensen, page 103).

●"Evidently, the steel for the bridge over the Karringmelkspruit was diverted for the war effort and, in consequence, a total of six reverses were constructed across the valley where a single bridge and tunnel would have sufficed!" (quoted from The Barkly East Branch by A A Jorgensen, South African Transport, July 1977, page 402.

●"The parts of the bridge, which were delivered by ship from Great Britain, never reached their destination because the ship sank in a storm." (http://de.wikipedia.org/wiki/Bahnstrecke_Aliwal_North%E2%80%93Barkly_East)

The unambiguous explanation is provided on page 83 of the 1911 General Manager's Annual Report. 

SAR Chief Engineer A M Tippett states the following:

"As the bridging of the Karnmelk Spruit requires a very high viaduct, the erection of which would delay the completion of the line for eighteen months or two years, it was decided to deviate the line, and by the adoption of five reversing stations to cross the stream at a lower level, the erection of the viaduct, which it is estimated would cost about £53 000, being postponed until a later date.

This deviation is now under construction, and it is expected that it will be possible to open the next section (to Motkop Siding, 18¼ miles) in September, while, as the work beyond that point is very light, the last section can be completed before the end of the year."

Although the General Manager's Annual Report states five reverses, an even number of reverses was needed to obviate turning the locomotive to face the direction of travel at either end of the reversing section. Melk Siding, therefore, became the 1st Reverse.

Before instructions were received to provide a station at Motkop (18¼ miles), 21 miles of earthworks were completed. However, since the line would not traverse the farm Gairtney, no purpose would be served by laying the rails beyond the station.

Although the mileage of the route surveyed initially from Melk to Motkop was 18¼ miles, the alignment over the six reverses increased the distance only by about 2 miles. The precise distance from Melk to Motkop, via the deviation, was 10 miles 43 chains.

On 20 December 1912, the second section, from Melk Siding to Motkop, was opened.

MODKOP or MOTKOP: There was some ambiguity regarding the correct spelling of Modkop or Motkop. The line terminated in the bare veld at a station which received the name of the conical hill above it, Mod Kop, spelled that way by the Railway Department. Since the farm on which the station stood is named 'Drizzly Hill', it was suggested that it should be 'Mot Kop'.

In an undated telegram from October 1912, the Chief Engineer formally requested the General Manager of Railway's prompt approval for designating "Modkop" as the name of the temporary terminus. Although the Postmaster General expressed no objection to the spelling "Modkop", a circular dated 15 February 1913 from the General Manager to the Postmaster General clarified that the correct spelling is "Motkop".

A ROCK EMBANKMENT INSTEAD OF THE BRIDGE

A telegram dated 15 April 1919, from Ernest R Venter, Motkop’s station master, addressed to the Assistant General Manager, suggested that a rock embankment be built across the [Karringmelkspruit] gorge, with a ‘slit’ in the bottom to allow floods to pass. It would save more than half the cost of a steel girder bridge. Elimination of the reverses would increase the train loads from 90 tonnes to 120 tonnes. Approximately £3000 is lost annually due to reverses in wages and coal, as well as delays. The suggestion is passed on by the Acting General Manager in Bloemfontein to the Chief Engineer, asking for comment. His response was a short factual rebuttal of the proposal. The cost of an embankment would be at least £118 000, compared to the £52 639 for the bridge in 1911. Motkop’s station master, Ernest Venter, did not consider the response adequate, saying, “I am sorry to say so, but full consideration does not appear to have been given.”

3rd Section (Union Act 23 of 1913)

Motkop – Glen Almond (19 miles 67 chains / 31.9 km)

In the 1912 General Manager of Railways Report on proposed new lines, it was recommended to use the £60 900 saved by not building the high-level bridge over the Karringmelkspruit gorge for extending the line beyond Gairtney, to reach the outspan at the junction of the Barkly East–New England Road. The route surveyed initially and approved in 1906 passed through the farm of Gairtney, but it was later changed to a more southerly route, which would be slightly shorter and afford improvements in terms of both alignment and gradients. The new route would rejoin the old at an outspan between the farms Wepener and Orpendale. The initial approval was limited to 21 miles, extending the line to Drizzly Hill Farm, adjacent to Gairtney. Approval was now sought for the section between Drizzly Hill and the first outspan (Ulrie siding, an estimated cost of £3 580 per mile was allocated for the initial 5 miles, with plans to extend the route further to an additional outspan located at the intersection of Barkly East and New England Roads (the temporary terminus was initially named Glen Almond, after the farm’s name, then New England when the line was opened), covering 12·25 miles at an estimated £3 990 per mile.  From this point, another 18.75 miles remained to Barkly East, estimated at £9237 per mile, including the use of new 45-lb/yard rails.

Construction of this extension began on 28 July 1914, following the completion of negotiations for the acquisition of the necessary land. At the end of the year, 12 miles of earthworks, 4½ miles of platelaying, 5½ miles of culverts and pipes, and 14 miles of ballasting had been completed.

On this extension, the highest elevation is reached at Drizzly, 6528 ft (1990 m), making it the highest siding in the Cape Province (now in the Eastern Cape Province) and ranking as the second-highest rail elevation in South Africa.

Although the first passenger train arrived on 29 November 1915, the section from Motkop to New England was only formally opened on 17 January 1916 "amid considerable rejoicings".

New England remained the terminus of the branch for 15 years.

4th Section (Union Act 33 of 1925)

New England – Barkly East (17 miles 70 chains / 28.76 km)

In March 1904, Resident Engineer Campbell submitted a preliminary survey of the route to the Cape Government Railway's Chief Engineer in Cape Town, which would carry the line through the Kraai River Valley near the Loch Bridge. At the time, the cost estimate from Gairtney to Barkly East was £6484 per mile for a 3ft 6in gauge railway and £4537 per mile for a 2ft gauge railway.

* Officially known as the John Laing Bridge, named in honour of the Commissioner of the Cape Department of Public Works. The Loch Bridge was completed in 1893. It spans the Kraai River approximately 8 kilometres northwest of Barkly East.

Moving on to December 1915, Resident Engineer J G Simms was on site to survey the remaining section to complete the branch to Barkly East. Simms lamented, “The country between Glen Almond and Barkly East is extremely broken and I believe that any figure based on the survey made in 1904 might prove so unreliable that without a resurvey I should be very loath to attempt to frame any estimate of the cost or length of this section.” Following an inspection of the countryside, he submitted a report on route options to the Chief Engineer in January 1916.

In August 1920, a deputation from the local branch of the South African Party visited the General Manager of Railways to urge him to consider extending the railway from New England to Belmore instead of Barkly East. However, since there were no large cooperative irrigation schemes in that part of the country, the route to Barkly East presented the most favourable economic conditions for transporting goods and passengers by rail.

Towards the end of 1924, the Railway Board requested traffic and engineering estimates for the New England to Barkly East line. Furthermore, the Railway General Manager inquired of the Chief Civil Engineer about the potential future use of the tunnel between Melk and Motkop, should the line be opened along its intended alignment. The Chief Civil Engineer responded: “The high-level crossing was introduced as part of a length deviation of the line, which saved a large sum in construction and eliminated much curvature and generally improved the line. Due to a staff shortage and the recent changes at the Union, there was a delay in the bridge designs. A temporary deviation was made for reversing stations and sharp grades to enable the construction of the line to be completed and provide the people with early access to railway facilities. Later, it was decided on financial grounds to postpone the construction of the high-level bridge, and the temporary deviation, with its attendant disadvantages such as load limitations and increased time, has been used ever since. Sooner or later, the permanent scheme will have to be adopted, and then the tunnel will fit into its proper place. Meanwhile, it cannot be put to any use.”

Although the 19-mile New England-Barkly East extension was authorised under the 1925 construction programme, work on the line did not start immediately. In early January 1925, instructions were issued to determine if a deviation could serve the farmers higher up the Kraai River Valley at Belmont and Mosheshford, and whether it would provide a longer but easier route between New England and Barkly East. Given the high cost of the direct line, it seemed desirable to inspect the alternative routes, which were suggested in 1920 but had been put on hold.

The main physical obstacle on the railway's path was the deep Kraai River Valley, which entailed a descent of 386ft over 4 miles. A continuous alignment was initially surveyed, which included a tunnel of unspecified length at a point 9 miles 40 chains from New England, placing the location of the proposed tunnel 1 mile and 15 chains before Lynndale. However, concern was expressed that cutting through such disturbed material would be prone to failure due to faults or cleavage planes.

The alternative route, embodying two reverses, was under consideration. At this stage in August 1928, the cost estimate for the direct route was £53 042, while the cost estimate for the line with reverses was £33 427. Finally, in mid-October 1928, construction of the ‘reverses’ route was approved, and work on the line got underway on 3 November.

The Kraai River was crossed on a bridge with five spans of 20 metres and a 15-metre span towering about 14 metres above the riverbed. Curiously, the dimensions were given in metric measurements in the General Manager's Annual Report. There were delays in erecting the superstructure of the bridge, so the first locomotive was only able to cross it on 25 September 1930.

The names Lynndale and Tierkrans were approved on 24 March 1930 for the two halts, thus providing one halt with an English name and the other with an Afrikaans name. The water supply at Lynndale (10 miles 55 chains from New England) was pumped from a pool in the Kraai River by a steam pump to a 50 000-gallon reservoir, to feed a water column beside the line.

Finally, the line reached its terminus, Barkly East, in the centre of a rich farming area, despite the financial downturn prevailing during the Great Depression. The official opening ceremony took place on 12 December 1930.

Costing £147 174 for 18 miles and 6 chains, this was among South Africa's most expensive branch line segments for its length. The track was initially laid with second-hand 45-lb/yd section rails on 2112 second-hand steel sleepers per mile. The ruling gradient is 1 in 36 compensated, and the sharpest curve is on a five-chain radius (100,6 m). The maximum axle load was 22 400 lbs, and the train length was restricted to 32 axles, dictated by the length of rail in the reverses. Except for Aliwal North, the line's stations were unsignalled, and the telegraph order regulated train operations at the time of the line's opening. The maximum speed was 16 miles per hour. Telephones were installed at the stations Lynndale, Tierkrans and Barkly East.

Some parts of the line were relaid with 60lb/yd rail, and later, a short length just west of Lady Grey was relaid with a special 51-point high-tensile rail. 

BARKLY EAST BRANCH – STATIONS, SIDINGS & STOPPING PLACES

STATION /SIDING CODE    Altitude       Distance

                                                                 AWL        DNB 

ALIWAL NORTH        AWL       1355 m  0 km      53.55 km

MALTESWAI             MAI        1416      9.23       62.78

MAYNIER                 MAY        1387      11.93     65.48

POLLIE                    PIE     1369      15.45     69.00

BRAAMSPRUIT         BST        1350      23.55     77.10

KRAAIBRUG             KIG        1355      27.29     80.84

CAMBWELL              CBW       1417      33.09     86.64

BEERLEY                 BRY        1466      41.01     94.56

MTINI                      MII     1533      49.44     102.99

AMANDEL                AML        1586      57.38     110.93

LADY GREY              LDG        1631      64.22     117.77

BAMBOESKLOOF      BBK        1699      71.35     124.90

MELK (1st REVERSE) MEK       1728      80.25     133.80

2nd REVERSE                       1630*    82.82     136.37

3rd REVERSE                            1620*    83.40     136.95

4th REVERSE           FRS        1635      84.13     137.68

5th REVERSE                            1670*    86.08     139.63

6th REVERSE                            1690*    86.63     140.18

MOTKOP                  MTK       1974      96.83     150.38

DRIZZLY                  DZY        1990      103.49   157.04

ULRIE                      URE        1899      107.05   160.60

VICKERS                 VIX        1930      110.95   164.50

ORPENDALE             ORP        1893      118.05   171.60

DELTA                     DTA        1860      120.88   174.43

NEW ENGLAND        NEN       1830      128.78   182.33

LYNNDALE               LYD        1779      139.01   192.56

7th REVERSE                        1692*    143.37   196.92

8th REVERSE                            1661*    144.11   197.66

TIERKRANS             TKS        1662      145.80   199.35

BARKLY EAST           BYE        1814      157.21   210.76

* Approximate height derived from Google Earth Imagery.

Source: TFR Rail Network Infrastructure Diagram 2006, South Zone.

Line Code C04-L308.

DNB (Dreunberg) point-to-point distances shown in the TFR Infrastructure Diagram from Dreunberg to Barkly East via Aliwal North.

The 1984 Eastern Cape Region WTB shows the Barkly East service starting from Burgersdorp, but distances are shown from Dreunberg onwards: 

Train 1602 dep. Burgersdorp at 0345, arr. Aliwal North at 0511, dep. Aliwal North at 0600, arr. Barkly East at 1059.

WASHAWAYS AND FLOOD DAMAGE ON THE BARKLY EAST BRANCH

The 1925 General Manager's Annual Report on page 88 provides a detailed account of the damage caused to the Kraai River Bridge and the disruption to rail traffic.

During the latter part of March, torrential rains were experienced in the area served by the Aliwal North-New England branch, culminating in the destruction on 23 March of the Kraai River Bridge at mileage 50¾. This structure comprised five 15-ft timber trestle spans, two 75-ft steel girder spans, and one 100-ft steel girder span. The trestle portion of the bridge was entirely swept away, and the steel girders were carried over the piers and abutments and deposited in the riverbed approximately 100 feet downstream. The masonry work also suffered considerable damage. The flood level reached 4 feet 9 inches above rail level, or about 75 feet above the riverbed.

Construction of a temporary deviation and bridge commenced on 28 March. The deviation, 76 chains in length, entailed extensive earthworks. The precipitous nature of the banks necessitated crossing the river on the skew, requiring the erection of a bridge 436 feet long. By 7 April, 221 feet of the bridge had been completed when the river rose 20 feet, carrying the whole structure with it. The river remained in heavy flood until 17 April, when reconstruction was resumed. By 24 April, 272 feet of the bridge had been erected when a further flood again destroyed the bridge. It was not until 4 May that a third attempt at construction could be undertaken.

Meanwhile, an aerial gear had been erected, which permitted the urgent transportation of goods across the river for conveyance by rail motor trolley to Lady Grey and New England.

The bridge was eventually completed on 27 May. However, the river flooded again three days later, and the bridge disappeared for the third time. A second aerial gear for transporting goods was then rigged. Arrangements were made to convey passengers and goods by rail to the break on the Aliwal North side of the river and then by boat across the river.

On 3 June, the river had subsided sufficiently to allow the fourth temporary bridge to commence. This bridge was completed on 24 June, when the train service was restored.

In addition to carrying away several temporary bridges in the course of erection, the successive floods caused considerable damage to the earthworks on the deviation, where finally, an embankment 500 feet in length had to be constructed, composed, to a large extent, of stone blasted from an adjoining ridge.

Further flood damage was reported in the 1931 General Manager of Railways' Annual Report.

Severe floods in February 1931 in the area served by the New England-Barkly East branch line occasioned considerable damage to the track and triggered numerous landslides, necessitating the suspension of train services from 13 to 19 February. On 10 March, the line was again closed for extensive repairs and remained closed until 20 July. In the meantime, public transportation was provided by a road motor service.

MOTIVE POWER

The Barkly East branch has recorded a diverse range of motive power over its 96-year operation. In the early days, it was worked by a motley collection of Cape Government Railways (CGR) locomotives. After the formation of the South African Railways in 1910, the outdated locomotives were replaced with 7th and 8th class 4-8-0s.

CLASS GB GARRATT

Five prototype Garratts were ordered in 1914, comprising two 3ft 6in (Cape) gauge GA 'main line' (to run on 80lb/yd rails), GB 'branch line' (to run on 45lb/yd rails) and three 2ft 0in (narrow) gauge as part of South African Railways' Garratt experiment. Due to the outbreak of the First World War in 1914, delivery was delayed until 1921.

The first of the SAR's experimental Cape Gauge Branch Line Garratt, class GB 2-6-2+2-6-2 No. 1650, subsequently renumbered No.2166, was placed in service in June 1921. The branch line Garratt engine was initially stationed at Greyville (Durban) and worked trains down the South Coast Line, proving an unqualified success.

The GB was noted for its good riding qualities and flexibility on light tracks, which had poor ballasting and were characterised by 300-foot radius curves. Following the success of this experimental engine, a further six GB Garratts were ordered from Messrs. Beyer, Peacock & Co., numbered 2160 to 2165, and entered service in 1924. These GBs differed from the prototype loco by having larger, fully enclosed cabs, slightly revised boiler proportions, and an increased water tank capacity from 550 to 800 gallons. They weighed 76 tons in working order and had an axle load of just 7·8 tons, making them the SAR's smallest 3 ft 6 in gauge articulated locomotives.

The first two GBs of the second order were, upon delivery, sent directly to Aliwal North to work on the branch to New England, the terminus at the time. Written evidence found in the SAR & H Magazine indicates that a couple of them may have gone to Grahamstown to work the Kowie Railway (Grahamstown-Port Alfred) for an unspecified time. Finally, two GBs of the second order may have initially gone to Greyville to work alongside the original GB stationed there.

With just 18 000lbs of tractive effort, the GB Garratts were eminently suited for the branch's tortuous alignment, and the reverses limited train lengths to 32 axles (155 to 200 tons).

The GBs remained the branch's sole motive power for almost forty years, until they were supplemented in the early 1960s by a solitary class 8C No.1170. When the Garratts reached the end of their service life by the late 1950s, some class 19A 4-8-2 locomotives were sent to Aliwal North to run over the branch as an experiment.

Although most of the track could accommodate the 19As, the curvature and gradients were against them; a continuous squealing of flanges accompanied their passage. An unusual sight at Aliwal North was seeing a class 19AR running with a domeless boiler of type 1A.

It was decided to give the GBs a further lease of life by allowing them one more heavy overhaul. After this overhaul, the seven GBs returned to their Aliwal North home shed. The 19A locomotives, beyond occasional sallies to Barkly East, spent most of their life between Aliwal North and Burgersdorp.

When the South West Africa system transitioned to diesel-electric traction in the early 1960s, the class 24 2-8-4 locomotives stationed in the mandated territory were transferred to work in South Africa, sealing the fate of the GBs. The first class 24 arrived at Aliwal North early in 1964. It was a poignant event to see the GBs leave after working at the Barkly East Branch for almost four decades, when they were withdrawn from service in 1967. The crews at the Aliwal North shed knew their locomotives intimately, which made a trip to Barkly East behind a GB an exhilarating experience.

Traffic on the line was light, consisting mainly of miscellaneous agricultural products (such as wool and livestock) and coal. The year the passenger service was discontinued has not been ascertained, possibly in the early 1960s, but as some stations were inaccessible by the replacement bus service, rail travellers were accommodated in the ubiquitous brake van of the daily (except Sundays) pick-up train.

From 1977 to 1982, SAR timetables showed a daily goods service, except Sundays, that provided passenger accommodation; however, the Saturday service no longer appeared in the 1984/85 timetable.

WHERE IS GB GARRATT No.2166 NOW?

In November/December 1992, SA RAIL, on page 198, reported that GB No. 2166 is expected to be transferred from Queenstown to Voorbaai.

Jan/Feb 1993 SA RAIL, on page 4, reported that GB No.2166 was at Voorbaai, awaiting repairs.

Sep/Oct 1993 SA RAIL, on page 145, has a photograph of GB No.2166 at Knysna for the opening of the Museum Line on 10 July 1993.

The January/March 1997 issue of SA Rail & Harbours on page 27 featured a photograph of GB No.2166 taken on 11 August 1996 by A E ('Dusty') Durrant at George brewing up with a special mixed train.

The front cover photograph of the July/September 1998 issue of SA Rail & Harbours features GB No.2166 stopped at Voorbaai, heading a special from Mossel Bay on 30 June 1997.

The 1999 August/October issue of SA Rail on the 'Reflections' page (p.124) features a photo taken on Monday, 24 September 1999, of GB No.2166, bunker piled high with coal, climbing past the lookout point at Power during the third run-past with the city of George forming the backdrop.

GB Garratt No.2166 is now a static exhibit at the Transnet Transport Museum in George, Western Cape.

SAR CLASS 19D

Between 1937 and 1955, 235* class 19D locomotives were built for the SAR in seven batches by six locomotive manufacturers. In 1937, twenty locomotives with domeless boilers were produced by Friedrich Krupp in Essen, Germany, numbered 2506 to 2525, and twenty more were built by Borsig Lokomotiv Werken in Hennigsdorf, Berlin, Germany, numbered 2526 to 2545. In 1938, a further 95 locomotives were ordered, built by three manufacturers. The Škoda Works in Czechoslovakia built fifteen, numbered 2626 to 2640, with domed boilers. Krupp built forty, numbered 2641 to 2680, and Borsig built forty, numbered 2681 to 2720. Fifty post-war Class 19D locomotives (the nickname 'Dolly' soon spread amongst enginemen and fitters) were delivered by Robert Stephenson & Hawthorns (RSH) of Darlington, England and numbered 2721 to 2770. (No.2734 was lost at sea, and a subsequent replacement locomotive was delivered.) Fifty were delivered in 1949 by the North British Locomotive Company (NBL) of Glasgow, Scotland, numbered 3321 to 3370. These engines were supplied with Type MX torpedo tenders.

* Actually, the total number of class 19D locomotives is 236 when the replacement loco for the one lost at sea is added.

In October 1975, the branch was worked entirely by class 19Ds. The substantially more powerful 19Ds, with 31,850 lbs of tractive effort, were advantageous for hauling heavier loads from Aliwal North to Lady Grey, but not beyond. They were drawn from a pool of four 19Ds stabled at the Burgersdorp shed, usually rotated every fortnight for boiler washouts. The June 1977 issue of SA RAIL, on page 24, reported that class 19D No.2744 was in immaculate condition and a regular performer on the branch. A report in Steam Chest (the official magazine of the PE Railway Enthusiasts Society) mentions class 19D No.2541 and 2511 at the 4th Reverse on 25 March 1978. In June 1977, Class 19D No.2725 was observed carrying the name 'Babsie'.

DIESEL TRACTION TAKES OVER

The April 1978 issue of SA Rail reported that the Barkly East was due for dieselisation during the first week of April, but the change of motive power was postponed at the last minute. However, on Saturday, 15 April, the last scheduled steam-worked train between Burgersdorp and Aliwal North was hauled by class 15AR No. 2089, and diesel-electric traction took over on Monday, 17 April.

The last regular steam working on the Barkly East Branch was on 3 June 1978.

When the class 35 diesel-electric locomotives took over, it was one of many branch lines in South Africa that saw the end of steam operations during that year. Boon Boonzaaier, in his book "Tracks across the Veld", mentions that the drivers soon nicknamed the diesels "The Red Famine" because they were denied large sums of overtime pay. In addition, the increased operating costs of the modern form of traction led to substantial tariff increases, resulting in the inevitable loss of traffic volume to road transportation. Regular freight services were discontinued by South African Transport Services (SATS) sometime in 1992.

LOOKING FOR SOME PHOTOS OF CLASS 35s WORKING ON THE BRANCH

ALIWAL NORTH – BARKLY EAST BRANCH

Photos and text by Les Pivnic

INTRODUCTION

This presentation consists of two separate parts. In part 1 (black and white photos), in May 1960, Frank Garrison and I decided to travel to Aliwal North by car, leave it there, and catch a goods train to Fourth Reverse on the Barkly East Branch line. We settled into third-class accommodation in the guard's van of a goods train hauled by class GB Garratt No.2165.

(The original photo numbers have been retained for reference purposes.)

PART 1

PART 2

(The original photo numbers have been retained for reference purposes.)

In April 1966, a group of Johannesburg RSSA members decided to travel on the Aliwal North – Barkly East Branch and experience the novelty of a line with 6 of the 8 reverses between Lady Grey and Motkop, just short of the final two reversing stations on to Barkly East. We again had accommodation in a guard's van for both the outward and return journeys.

A trip on the Reverses

By Jacque Wepener

The departure time from Aliwal-North (height 1355m) was 06:00 on 21 June 1989. Soon, we were sitting in pitch-black darkness in the "TX" van No.-, as the batteries were flat. Once class 35-221 had the train moving at a sufficient pace to charge the dynamo, which in turn charged the batteries, we had lights in our coach.

At our first stop, we were invited to join the guard in his old wooden type of van. The small, slow-burning coal stove added a warm ambience to the atmosphere, accompanied by the smell of his simmering railway stew, imprinting a lovely railway memory now long gone; as this is being typed, we can almost "smell" the stew on the stove. He told us about the reverses and pointed out Motkop far in the distance. Additionally, we were informed that the maximum load for this branch line was limited to 32 axles.

Arrival at Lady Grey (height 1632m) was announced with a loud sound of the hooter. The Station is quite a far way out of the town itself. Here, we met the station staff and learned more about the line. This has to be one of the greatest losses in railway history with the closing of this line. It was here that a large group of overseas tourists were supposed to have joined our train, but they never showed up. It was then decided to uncouple our "TX" van and leave it at Lady Grey, allowing us to continue our travels in the guard's van. Luckily, the driver was ready to depart and would have none of it, so we had the entire coach to ourselves all the way. Unlucky for some farmers who had their DZ left behind for the next day's train! The guard informed us that he had a 20-minute stop order at the 6th Reverse, allowing us to walk through the old tunnel. Then we left for Barkly East, and the adventure had truly begun.

At approximately 09:34, we arrived at Melk or 1st Reverse, about 14 km from Lady Grey. The points on this line differ from the normal points in that they have long levers instead of the usual tumblers to ease their operation.

Then we started pushing back towards the 2nd Reverse for about 3 km, from which we could see the line below from some places. From there, it was forward again, seeing the line again down below, till we reached 3rd Reverse. All this time, descending to the bottom of the Valley.

Backing away from the 3rd to 4th Reverse (old crossing point, 19 km from Lady Grey), it is level. We rattled across an old steel bridge at Karringmelkspruit, underneath a new concrete road over the rail bridge and past an old water column.

From the 4th Reverse, the entrance of the tunnel at the 6th Reverse is visible; we went forward uphill towards the 5th Reverse. From there, we again pushed back to our stop at the 6th Reverse, complete with a ramshackle platform.

Here, we alighted and took a leisurely walk through the never-used tunnel. It was covered in graffiti from 1911 (date built) up to 1989. The only "work" the tunnel had was to carry the railway telephone lines through it. On reaching the end of the tunnel (69m), the 90m gorge could be seen, together with a cutting on the far side, which was to have been connected by a bridge that never materialised.

Many legends are told about this bridge - firstly, that the bridge was sunk by a ship during the First World War; secondly, the steel was used to manufacture cannons during the Second World War, but most likely, even way back then, the line did not carry enough traffic to warrant such a huge expenditure. Another rumour we heard was that the engineer said it was impossible to take a railway line over the proposed route without the bridge and committed suicide; his wife then devised the route we know today. How much truth there is to any of these, we don't know.

We then proceeded from the 6th Reverse to Motkop. At Motkop, 14 km from 4th Reverse - climbing 341m, the line seemed to disappear over the horizon. From here, the line is built on the contour of the hilltops. Next was Drizzly (height 1991m), the highest Station in the Cape Province, 38 km from Lady Grey and 55 km from Barkly East. We are told that the mountain streams up here are frozen for more than three-quarters of the year. Next, New England is 64 km from Lady Grey, then Lynndale, and then the 7th and 8th Reverses, followed by a descent of both. From here, it is a 152m climb over 9 km to Barkly-East.

At the Tierkrans River bridge, we had a frightening experience as one side of the Bridge had no sides, and the coach leaned over into nothingness. We arrived at Barkly East around noon (height 1825m, 93 km from Lady Grey) and completed plenty of shunting work before turning around and leaving around 13:00, traversing the reverses in "reverse".

Close to Aliwal-North, a flock of sheep had somehow strayed onto the line, bringing us to a halt. After frenzied hooting, chasing, and shouting, they were out of the railway reserve, and we proceeded, arriving at Aliwal-North a bit late, well after 19:00.

A selection of

DICK MANTON'S PHOTOS TAKEN ON 18 August 1976

(The original photo numbers have been retained for easy reference purposes.)

A selection of

ALLEN JORGENSEN’S PHOTOGRAPHS

(From the Dick Manton Collection)

(The original photo numbers have been retained for easy reference purposes.)

CONCESSIONING THE BARKLY EAST BRANCH

The March/April 1988 issue of SA Rail/SA Spoor reported on an announcement in Durban's 'The Natal Mercury' of a business venture intending to build an R8-million ski resort at Rhodes. Of interest was the intention to persuade South African Transport Services (SATS) to privatise the picturesque railway between Barkly East and Lady Grey to develop its tourist potential.

In the March/April 1990 issue of SA Rail/SA Spoor, the Motive Power Notes report that class 24, No. 3642, has been reinstated at Sydenham. The intention is to fit it with an MX tender from a 19D for use on the Barkly East Branch for steam specials. It was to be based in Queenstown.

The following report appeared in the 1990 SA Rail/SA Spoor, July/August issue:

Reverses to Barkly East: Our roving reporter from this Region recently visited the famous branch and reports as follows, for the sake of others who might like to patronise the train. The Spilco Hotels Group offers a trip for their hotel guests, where you can travel one way by train and are then picked up by their Kombi for the return. The station masters at Aliwal North, Lady Grey and Barkly East are most helpful.

The train operates on Mondays, Wednesdays, and Fridays (excluding public holidays).

Approx times are:   

Aliwal North    dep   06:00     arr 18:00

Lady Grey       dep   08:00        arr 15:00

Barkly East      arr 11:00        dep   12:00

The most scenic section is from Barkly East to Lady Grey. On 25 May, the train arrived at Barkly East at 11:20 and departed at 13:05. The D-E loco was 35-255, and it left Barkly East with five full cattle trucks and two brake 3rd [class] open coaches. One was the normal 3rd class coach, the other, placed on the end for the outward run, is now an unclassed tourist coach with the inside done out in posters (advertising Plusbus tours but decorative and showing that someone was trying, albeit for the opposition!), and with free issues of rubbish bags and the Spilco line guide leaflet. The tourist coach was full for the outward journey and half full on the return, with one-quarter of the passengers having taken the full-day trip from Aliwal North. All were family groups, our reporter being the only obvious railway enthusiast. Normal third-class passengers were picked up at New England, Ulrie and Motkop. Tickets (card) are still on issue for all the halts, although a paper ticket was issued for the trip from Barkly East to Lady Grey (R12,50 single). Drizzly is the highest siding on the section. Barkly East engine shed and turning wye is still intact, whilst the wye at New England has been removed and that at Motkop is back in use. On this trip, there was a complete change of crew at the 4th Reverse, with the new crew arriving by Kombi, and posing the question: why not do this at Lady Grey half an hour later to save on Kombi expenses? Traffic at Barkly East consisted of container traffic, coal (a team of youths was hacking it out of the truck where it had frozen overnight), and fertiliser. Intermediate traffic was non-existent, except for a Transvaal-registered saloon car in a truck at the 1st Reverse siding (had anyone lost it?). Lady Grey was a bustling little station, even though it is 2 km outside the town. A couple of dozen third-class passengers for Aliwal North joined the train, and there were two sidings full of mixed freight.

Passenger traffic still exists for this branch, although the 3-hour journey by rail was completed in reverse in 45 minutes by car on the new R58 road that swoops at great expense across a large concrete viaduct right across the 2nd/3rd reverses. How much did this road cost? Our reporter concludes by saying that, as enthusiasts, we should help publicise this line even if Spoornet doesn't. He would also like details of other passenger trains, whether mixed or otherwise, to enable him, a latecomer to the scene, to travel by train through some of South Africa's varied scenery.

Reported in the 1991 September/October issue of SA Rail/SA Spoor: A group of hoteliers, farmers and other local businessmen from the North East Cape are endeavouring to ensure the survival of the Barkly East branch line, famous for its eight reverses. The group is currently negotiating with Spoornet and is likely to purchase two 19D steam locomotives, which will then be leased back to Spoornet to operate on the branch. The current line shows a 34 per cent recovery with existing traffic, with approximately three trains per week, all using class 35 diesel locomotives. Under the proposed plans, approximately 40-odd farmers are understood to have agreed to consign their wool by rail in the future, rather than by road. Meanwhile, there is an opportunity to increase passenger traffic on the scenic line with excursion trains. These trips will run from Aliwal North to Motkop, where a turning facility has been provided. Three such trips are planned for later this year: 14 and 28 December 1991 and 4 January 1992.

Reported in the 1992 March/April issue of SA Rail/SA Spoor: The advertised excursion steam trips during December and early January were successfully run, with crew from the Burgersdorp depot performing the honours. 19Ds Nos.2692 and 3344 handled the 4 January trip. The driver was Mr Van der Linde, and the fireman was Mr Bredenkamp. The consist comprised swing door coaches 4850, 5288, 4868, 6331 and lounge car 168 PALALA. All of these are painted in Imperial Brown. Local farmers provided the braai fires at Motkop for the enjoyment of passengers. The municipalities of Aliwal North, Lady Grey, and Barkly East, along with several local farmers, are responsible for maintaining the steam on this line, with three planned trains per week utilising two 19Ds. 

NECRail/NOKSpoor

(North-East Cape Rail / Noord-Oos Kaap Spoor)

SATS initially leased the Barkly East Branch for three years from 1 April 1992 to a local private-sector company, NECRail (North East Cape Rail), as a commercial venture, retaining both freight and steam-hauled excursions.

SA Rail's May/June issue reported that on 1 April 1992, a private company had commenced operations on the Aliwal North - Barkly East line. The company comprises a consortium of businesspeople and local farmers. Class 19Ds Nos.2692 and 3324 have worked the initial trains, although other locomotives will be available for this cooperative service between Transnet/Spoornet and NECRail/NOKSpoor. Five steel coaches have been designated for rail trips, although these are generally too heavy for the 19D's, which are also encumbered with Vanderbilt tenders. As a result, NECRail is busy trying to obtain that elusive item: swing-door wooden stock. A trip from Aliwal North to Motkop, where turning facilities are provided, costs R40 at Easter - the third excursion trip run since the official opening on 4 April. Another was scheduled for 1 May. So-called "Snow Specials" will be arranged at short notice when there is a good winter snowfall in the area - these will be announced on the radio.

The intention, although somewhat vague in press releases, is that the 19Ds will commence the whole operation at the beginning of May - up until now, they have been used only on special passenger services, with class 35 diesels performing the more functional freight service. Three weekly trains are planned, with the possibility of daily service during the sheep shearing season from September to November.

Additional information, as noted in Motive Power Notes on page 108 by John Middleton, indicates the intention to operate a thrice-weekly goods service with passenger coaches as required, and to run these services with steam locomotives leased from Transnet. In early April, Spoornet was still operating its services, and some logistical details were being finalised. However, the locos earmarked for the line are 19Ds Nos. 2692, 2698, 3324, and 3330, plus 24s Nos. 3620 and 3635. The engines will be based at Queenstown, with two steam engines likely working on the branch at any given time. No. 3324 worked down from Germiston during March, and stored No. 3330 and Class 24 No. 3620 (which require fairly extensive repairs before they can work) were brought from Sydenham.

North-East Cape Rail - April 1992

by John H Maconachie

I was very privileged to have been invited to participate in the inaugural run of the new NECRail/NOKSpoor service on Saturday, 4 April 1992.

The train, consisting of a 19D locomotive and 3 third-class day sitters, plus the usual combination coach, left Aliwal North at 09:00, arriving at Lady Grey at 11:00. We then proceeded via the six reverses to Motkop, arriving at 12:30, where a sumptuous braai was laid on.

The loco was turned on the wye at Motkop and nearly came to grief when the loco slipped back onto weeds onto a closed point - the guard had not taken into account that the wye had not been used for a while!

We left Motkop on the return journey at 14:15 and inspected the never-used, yet exceptionally well-built tunnel on the Barkly East end of the Karringmelkspruit. Willie Immelman even suggested that the connecting Bridge may eventually be built if the expected tourist boom on the railway materialises!

Upon arrival at Lady Grey at 16:00, we disembarked and proceeded to chase the train halfway back to Aliwal, then continued to Middelburg for our overnight stay.

NECRail/NOKSpoor has acquired the line and all associated buildings for a nominal amount and has hired two 19D locomotives for an initial period of three years. The locos will be housed at a new sub-shed to be built at Aliwal North, but they are currently being stored at Burghersdorp, hauled 'dead' from Queenstown.

The Class 35 diesel, which has been used on the service thus far, will still be used during the phasing-in process, as quoted by Mr Immelman. Additionally, 5 per cent of the traffic revenue, mainly from agricultural sources, will accrue to NECRail/NOKSpoor.

The thrice-weekly service (mixed) started officially on Wednesday, 8 April and as is known, Spilco Hotels will arrange a shuttle for passengers between Barkly East and Lady Grey, which is the most scenic part of the line. The southern Drakensberg is a stunning area; the mountains are often covered in snow between May and September.

The line was declared a historical site, so Spoornet could never close it. The diesels were declared uneconomical due to the low axle load permitted by the reverses, and there is no doubt that steam power, with its lower cost, will break even. This assessment augurs well for the success of this venture.

(Published in SA RAIL/SA SPOOR, July/August 1992, p.125)

By 7 August, steam traction was back permanently, with NECRail/NOKSpoor providing a goods and passenger return service from Aliwal North to Barkly East on Mondays, Wednesdays, and Fridays

NORTH-EAST CAPE RAIL DISASTER

By Revd W Gordon Edgar

The recently formed private railway company North-East Cape Rail (NECRail/NOKSpoor), featured in the July-August 1992 edition of SA RAIL, was dealt a severe setback on Saturday, 10 October, when 19D No.2692 (featured on the front cover of the same edition of SA RAIL) was involved in a derailment, including three carriages. The smokebox and cab of 2692 were extensively damaged. Other damage appears to be mainly superficial. However, whether 2692 can be repaired and returned to service will have to await the outcome of a fuller investigation into the seriousness of the damage she has sustained (later reports indicate the locomotive is to be withdrawn and cannibalised for spares - Editor). Driver Frans Grobler and stoker Andries Breedenkamp were both critically injured. Mr Grobler later died in the hospital as a result of his injuries. Five passengers on the train died instantly, and thirty-four were hurt.

No. 2692 was heading an excursion train of three composite saloons, one 3rd-class commuter carriage, and a restaurant car, and was on the return journey to Lady Grey from Fourth Reverse when the accident occurred. The excursion formed part of the Lady Grey Spring Festival, in which, on the outward run, No.2692 had "competed" with marathon runners from Lady Grey to Fourth Reverse.

Investigations into the cause of the accident are being conducted by Spoornet personnel.

Apart from the tragic loss of human lives and injuries sustained, many quite serious, this accident couldn't have come at a more inopportune time for the newly formed NOKSpoor company. Thanks mainly to the support and determination of the Aliwal North, Lady Grey and Barkly East communities, the line is to remain operational. Discontinuation of the line's operation would have been a severe blow to the North-East Cape community and the preservation of our railway heritage. What a sad epitaph it would have been for a venture that began with such enthusiasm and was starting to operate efficiently, showing signs of being the success all had hoped it would be, both commercially and as a tourist attraction. The management of NOKSpoor and the North-East Cape community are commended for their courageous decision to continue operating this historic line.

John Middleton adds the following information under the Motive Power Notes: Many people will have heard of the tragic accident that occurred on 10 October 1992 on the privatised NECRAIL/NOKSPOOR Barkly East branch. A special steam train returning from the 4th Reverse to Lady Grey, hauled by 19D No.2692, derailed on a sharp curve about 4 km on the Lady Grey side of Melk. Six people were killed, and about 35 were injured. An enquiry is underway to determine the cause of the disaster. Aside from the human casualties, Transnet Museum's 19D No.2692 (the only 19D in its original condition with a flared chimney) was damaged beyond repair.

(Reported in SA RAIL/SA SPOOR Nov/Dec 1992, pp.198, 219)

It was reported in SA Rail (January/February 1993) that Class 19D No. 2683, undergoing a 15-month overhaul and hydraulic inspection at Millsite Depot, Krugersdorp, would replace the accident-damaged 19D No. 2692 on the NECRail/NOKSpoor operation at Aliwal North.

The Events Diary and Notice Board supplement (May/June 1993) advertised NECRail/NOKSpoor operating diesel-hauled freight trains on Mon/Wed/Fri and regular monthly steam-hauled return trips to Motkop.

The Sep/Oct 1993 issue of SA Rail, on page 146, reported:

"Further news from this private railway is that six charges of manslaughter and one of driving a locomotive without authority were laid against a passenger who is accused of hijacking the locomotive, which derailed with such fatal consequences in October last year outside Lady Grey. The accused, who was the sole survivor on the footplate, appeared in court on 5 August, following which the case was remanded for trial at a later date."

The November/December 1993 issue of SA Rail reported that NECRail/NOKSpoor had returned to steam operation by successfully running a steam train over the reverses between Lady Grey and Motkop during the weekend of 15-17 October 1993, using 19D No. 2698, just one year after the fatal and tragic accident. Further steam-hauled trips were planned.

In another development, NECRail/NOKSpoor had officially taken over operating the line C04-L307 between Dreunberg (the junction near Burgersdorp) and Aliwal North.

A correction to the report previously published on page 146 in the Nov/Dec issue of SA Rail appeared in Jan/Feb 1994 in the 'Round and About' pages. "We reported that the NECRail/NOKSpoor accident of October 1992 had only one footplate survivor. There was a second - the fireman, who, in December 1992, when he was able to speak again, implicated H J Botha (the accused) as having hijacked the train, and he is now the key state witness. As this report is being set, the case is before the court, and evidence has been led that the accused ran along the top of the train, entered the cab of the locomotive and entered into a scuffle with the driver, in which he is alleged to have held the driver's head in an armlock while pulling twice at the regulator to increase speed. The case is proceeding." End of quote.

NECRail/NOKSpoor accident verdict: In a judgment handed down in the Aliwal North Court, the accused, charged with murder following the train accident on the Lady Grey-Barkly East line, which led to the death of six people, has been found not guilty and was discharged. Earlier, the court heard claims of conspiracy from the accused's defence counsel, who argued that the State's evidence rested on a single person, the fireman, who could also be charged with culpable homicide. Quoted from SA Rail.

The above report by SA RAIL contradicts what was published in the 1993 Nov/Dec issue [regarding the 10 October 1992 accident] that the "passenger had been charged with manslaughter and unlawfully being in control of a locomotive."

A comment made by the late Peter Stow: 

“There was an Inquiry into the accident by Spoornet at the time, so Transnet should have a copy of the report, although these reports are generally viewed as confidential. This inquiry was before the days of the RSR, if I remember correctly.

I was a member of the Board of Trustees of the Transnet Heritage Foundation at the time, and this accident did not benefit the steam preservation fraternity, given the negative publicity it generated. The fact that there were passengers on the footplate did not go down well either. The alleged perpetrator of the accident, the son of a local wealthy farmer, so we were told, who had apparently climbed from the coaches onto the locomotive and opened the regulator and held the driver back from trying to close it, was found not guilty, as far as I know, having procured the services of a very good lawyer.

I have an idea that the train was operated by a group calling themselves NOKSpoor, which stood for Noord-Oos Kaap Spoor (North East Cape Rail), and that they hoped to keep the Aliwal North-Barkly East line open. This accident would have ruined them financially.” (Yahoo Groups SAR_L, message#56971 4/30/2020)

ORANGE RIVER RAIL COMPANY (PTY) LTD

The 1995 Jan/Feb issue of SA RAIL reported on the latest NECRail/NOKSpoor developments at Aliwal North:

The new name for NECRail/NOKSpoor is ORANGE RIVER RAIL COMPANY¹. The station buildings at Aliwal North have now been converted into a small business centre, and the company has plans to convert goods wagons into mobile showrooms for use in the town, which can then be railed to other centres. Since the fatal accident on 10 October 1992 near Lady Grey, NECRail/NOKSpoor has been unable to run steam specials, reportedly due to insurance issues². The company continues to operate services on the Barkly East branch and between Aliwal North and Dreunberg, hiring Spoornet diesels for the job.

¹ When I corresponded with the company's manager, Mr C J Eloff, in January, May and August 2000, the letterhead read 'ORANGE RIVER RAIL COMPANY (PTY) LTD'.

² This statement contradicts an earlier report in SA RAIL in October 1993 that NECRail/NOKSpoor had run steam specials from Lady Grey to Motkop.

Mr Eloff enclosed a colour print of what he described as a 'mural' hanging on the wall in his office. This print provides the company's rendition of the story behind the reverses on the Barkly East Branch.

THE STORY BEHIND THE UNIQUE REVERSE TRACK RUNNING 

BETWEEN ALIWAL NORTH AND BARKLY EAST

Zig-zagging its way along the scenic slopes and valleys of the spectacular Witteberg Mountains in the folds of the southern Drakensberg Range, the historic Aliwal North – Barkly East railway has one gasping in awe at nature's splendour and at the engineering ingenuity allowing us to manoeuvre backwards and forwards through a series of intricate reverses on route to its destination.

At the turn of the Century, the district sustained a flourishing wool-producing community. The sheep farmers eagerly awaited the arrival of a steam train to transport their treasure. Three long decades passed before their dreams became a reality with the completion of the 157 km branch line in 1930.

The first section between Aliwal North and Lady Grey was completed in 1905. Facing the engineers were steep, rugged valleys and the seemingly insurmountable obstacle of the Karringmelkspruit, an awe-inspiring tributary of the Kraai River. Teams of labourers soon started digging a tunnel through the mountain on the far side, a backbreaking effort that was completed in 1911.

After the steel girders* were ordered to build a 90 m high bridge over the Valley, everyone waited and waited, but alas, their waiting and years of toil were in vain. The ship destined to bring the materials from England failed to arrive. The Bridge was never built, and the tunnel was never used. Today, passengers can alight to marvel at the' ghost tunnel' as the train pauses for a short while along the way.

Stories still abound as to the twist of fate that befell the line. Was it cursed? Had the materials been melted down for 'better purposes' during World War 1? Had the unfortunate ship been sunk by warring Germans? A more straightforward explanation for the work on the Bridge and tunnel being abandoned, perhaps, is that online traffic levels would not yet have justified the expenditure by the authorities. Until such time, a temporary line would be built, eventually linking up with the original line through the tunnel.

However, the traffic flow never increased sufficiently for the authorities to agree to the completion of the Bridge. Once more, the technical crew had to find ways to overcome the mountainous terrain ahead. The first criticism of the brainchild of creating the reverses was voiced by the wife of one of the engineers. Unfortunately, the wise woman's name was never recorded, for the idea proved to be not as far-fetched as it seemed at the time. 

Work on the new line was soon started, and the reverses were tackled. In 1930, the first train to embark on its 157 km journey was greeted by a welcoming, applauding crowd at Barkly East.

The intricate series of eight reverses is truly a marvel for engineering as the train has to negotiate some of the steepest grades in South Africa, climbing from 1355 m at the start of the journey to the 1991 m elevation at Drizzly Siding*, the highest siding in the country and dropping to 1813 m at the journey's end.

The Aliway North-Barkly East branch line was to be closed in 1991, but thanks to the formation of the Orange River Rail Company, the historic 'zig-zag' line has been preserved as an exciting, nail-biting tourist adventure.

* The original text reads 'surveying materials'. It should read steel girders. (Ed.)

* Drizzly was the second-highest rail elevation in South Africa.

A photograph taken on 10 July 1996 by Roger Darsley at Queenstown shed of the severely damaged class 19D No.2692, amongst other dumped steam locomotives, appears in the July/August issue of SA Rail on page 122. Additional information in the same issue of SA Rail states that class 7 No. 982 (ex-GCR 712), plinthed at Aliwal North, was in good condition under the awning that once held GB 2166, until that loco was removed for restoration. It was fenced off and had the cab number plates and headlamps, etc., intact.

The Orange River Rail Company, the privatised railway company, operating between Aliwal North and Barkly East, advertised in the Grahamstown Festival brochure under 'Easter Cape Rail Safaris' for 18 pampered people from East London into the Drakensberg. No dates were given. Marketing for this was handled by an East London travel company operating out of Latimer's Landing at East London harbour.

STEAM SPECIALS

While 'Soul of a Railway' is principally focused on presenting the SAR up to the 1980s, the Barkly East Branch remained a treasure trove for steam enthusiasts into the 1990s and early 2000s, long after steam traction was officially withdrawn from regular service in 1978. This segment documents a selection of steam specials that ran until the branch's closure in 2001.

Considerable efforts were made to supplement the Barkly East Branch with additional traffic from local and overseas rail tour operators to include a trip on their itineraries. These tours offered opportunities to witness preserved locomotives in action, to experience travelling on what was a unique alignment on the South African network, and to explore the historic railway infrastructure in a dramatic mountain setting. Rare opportunities were offered to photographers to capture images of ‘run-pasts’ from remote locations, which would ordinarily not have been accessible to rail travellers.

1980 SARTOURS STEAM SAFARI

Photos by Dick Manton

(The original photo numbers have been retained for reference purposes.)

Several 'Steam Specials' ran on the branch, initially operated by the South African Railways as part of their popular 'Steam Safari' tours. The inaugural ‘Steam Safari’ was run in November 1979, with subsequent journeys taking place in February, March, and October 1980. The following sequence of photographs documents the inaugural SARtours Steam Special, on a day trip of the Barkly East Branch’s reverses in October 1980.

1989 PERMANENT WAY INSTITUTION'S STEAM SPECIAL

Photos by Peter Micenko 

(The original photo numbers have been retained for reference purposes.)

THE 1990 EASTERN CAPE STEAM SAFARI

Photos by John Middleton

The 'Eastern Cape Steam Safari' was a railtour operated by the SATS Museum, Johannesburg, from 25 March to 8 April 1990, with the Aliwal North-Barkly East and return legs run on 27 and 28 March, respectively.

GF No. 2401 was previously known to steam enthusiasts as the blue-liveried 'Magdalena', allocated to the Masons Mill Shed, Pietermaritzburg. After being out of action for 15 years, No.2401 was restored at the Bloemfontein Works and outshopped on 26 July 1989.

It was reputedly the first-ever combination on the Barkly East Branch of a class 19D (No.2762) and a GF Garratt to run between Aliwal North and Lady Grey. The train was split into two sections at Lady Grey.

THE 1990 CAPE MOUNTAINEER RAIL TOUR

Photos by John Middleton & Paul Stratford

THE 1992 'CAPE MOUNTAINEER II' RAIL TOUR

Photos by Dick Manton

(The original photo numbers have been retained for reference purposes.)

This tour was organised by John Middleton and Derek Phillips, directors of Steam & Safaris Ltd, UK.

Day 3 (26 May 1992) was a day trip with GB Garratt No.2166 from Lady Grey to Motkop and back.

The first and only time the GB worked on the Barkly East Branch was after it was taken off its plinth at Aliwal North.

John Middleton’s recollection of the GB’s last journey on the Barkly East Branch:

"Casting my mind back 33 years, which isn’t easy, but I do remember that although the GB had supposedly been restored. In truth, not much had been done to it, and it probably wasn’t up to a return trip to Barkly East. We managed through much cajoling to get SATS agreement for it to run, but only as far as Vickers, where we planned to run around and come back to Lady Grey. We did the morning runpasts around 4th Reverse, but the loco was clearly struggling with loud knocking noises from the motion on one engine unit, and it was steaming poorly. By the time we got to Motkop, we were running 1h 30m late, and the driver wanted to fail the engine as the big end bearings were getting pretty warm. Allen Jorgensen said he was sure there were afternoon uphill shots from 6th Reverse to Motkop, although, as far as we knew, no one had ever done them, as the section was inaccessible. We managed to convince the crew to drop one wagon and then to avoid any unnecessary shunting, to reverse the train back down the hill towards 6th Reverse with Alan Clarke on the radio from the rear of the coach giving instructions - I don’t think we were following any known SAR rules but with the passage of time I think its fair to be able to tell the story. We stopped for four short runpasts. The light was superb and those photos were truly outstanding, one in particular (which I am sure Dick already sent) is probably my all-time favourite photo from SA, not only the photo itself but the circumstances that led to it. What is actually more amazing is that those photos were not planned; had we followed the original itinerary, the train would have been in reverse formation, and we wouldn’t have done them. We chose the spots on the hoof by watching out from the coach. By the end of the day, no one commented that we had “only” done four runpasts on an afternoon with superb light, which proves the adage that you only need one really good shot to keep everyone happy – and we had four. And we got the locomotive back to Lady Grey, where it was left to simmer quietly on a siding."

1995 DRAKENSBERG FAREWELL RAILTOUR

Barkly East Branch on 10/11 July 1995

Photos by Dick Manton

(The original photo numbers have been retained for reference purposes.)

1998 STEAM AND SAFARIS 

'SOUTHERN CROSS MOUNTAINEER'  

Barkly East Branch 24 / 25 July

Photos by Dick Manton

(The original photo numbers have been retained for reference purposes.)

1999 STEAM AND SAFARIS

'SOUTHERN CROSS INDIAN OCEAN'

Barkly East Branch 10 / 11 July

Photos by Dick Manton & Roger Griffiths

(The original photo numbers have been retained for reference purposes.)

THE LAST STEAM SPECIAL

2001 STEAM AND SAFARIS

'SOUTHERN CROSS ETERNAL HILLS'

on 24/25/26 May

Photos by Dick Manton

(The original photo numbers have been retained for reference purposes.)

THE LAST TRAIN

BUSHVELD TRAIN SAFARIS

BARKLY EAST BRANCH REVISITED IN 2012

The 2012 BERRT Group (Barkly East Railway Reverses Tour), led by Professor Johannes Haarhoff, visited the area and recorded what remains of the Barkly East Branch almost 20 years after the last train operated.

Haarhoff, J, 'Cry the beloved railway. Revisiting the Barkly East Branch', Civil Engineering, May 2013, pp.40-45.

BARKLY EAST BRANCH 2025

And so, we come to the end of this chapter of ‘Soul of a Railway’, remembering the unique Barkly East Branch. Spanning 97 miles, the branch was in a league of its own with eight reverses incorporated into its alignment, abounding in tortuous curves, negotiating challenging gradients and operating in a region of scenic splendour. Most importantly, the railway provided essential services to the isolated mountain communities of the Witteberge region to which it was linked.

REFERENCES AND FURTHER READING:

Boonzaaier, J N C (‘Boon’), ‘Tracks across the Veld’, Publisher, 2008.

Jorgensen, A A, 'The Barkly East Branch', South African Transport, 1977, pp.401-406.

Espitalier, T J & Day, A J, ‘The Locomotive in South Africa’, SATS Museum Publication, Reprinted from the SAR&H Magazine 1943-1948.

General Manager of Railways Annual Report, various editions from 1911 to 1930.

Haarhoff, J, 'Cry the beloved railway. Revisiting the Barkly East Branch', Civil Engineering, May 2013, pp.40-45.

Lewis, C P & Jorgensen, A A, ‘The Great Steam Trek’, C Struik Publishers, Cape Town, 1978.

Littley, D., 'The Story of the Bridge debunked'. SA Rail, January-February 1987, p. 21.

Paxton, L, & Bourne, D, ‘Locomotives of the South African Railways’, A Concise Guide, C Struik Publishers, Cape Town, 1985.

Permanent Way Institution CD, 'Barkly East Reverse Line', 1989.

Railway Society of Southern Africa Newsletter/nuusbrief, Vol.IV, No.2, March/April 1964, pp.2.2, 2.3)

SA Rail Newsletter/SA Spoor Nuusbrief, 1961-1974

SA Rail/SA Spoor, various issues 1974-2001.

SAR & H Magazine, various issues, 1913, 1916, 1928-1930.

SAR steam locomotives: https://en.wikipedia.org/wiki/List_of_South_African_locomotive_classes