Klerksdorp-

SOUL OF A RAILWAY: CAPE NORTHERN SYSTEM

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.

Part 1: Klerksdorp – Kamfersdam

Regarding my contribution to this opening chapter, I was in the fortunate position living in Johannesburg, that I was only 120 miles away from Klerksdorp – a mere 2 ½ hours by car. This resulted in regular visits to the outer west area around Klerksdorp – Orkney, to photograph trains.

In setting out a chapter, we normally place the photographs in geographical order as we follow a line or section. In doing this, the chronological order is also maintained as far as possible. However, in certain instances, the chronological order has been overlooked in favour of the geographical order. I have therefore found it expedient to make short sorties out to the Orkney area and then, to return to Klerksdorp to continue chronologically.

Historical background

The section of this line from Klerksdorp to Fourteen Streams is of particular interest in that the gap between those two points was only closed in 1906 by a private Company – De Beers Consolidated Mines. Private ownership didn’t last long – just over a year later, the line was taken over by the Central South African Railways. (My thanks to the late Boon Boonzaaier’s book -Tracks Across the Veld - for this info)

Prior to the formation of the Union of South Africa in 1910, the CSAR ordered 12 lighter Pacifics, specifically for suburban services on the Reef. These engines were delivered shortly after Union and having a lighter axle-load, the newly formed South African Railways decided to rather use them between Klerksdorp and Kimberley on main line service, working the passenger trains over this section which was still laid with light-weight rails. So the CSAR’s CME, G.G.Elliott-designed 10Cs spent their first several years working passenger trains between Klerksdorp and Kimberley. After relaying the section with heavier rails, they were transferred to the Cape where they spent the rest of their working lives. My photo shows a 10C in service in Cape Town.

No. 1 The bold face of a 25NC opens the first chapter of the Cape Northern System. This System (later known as a Region) starts geographically at eastern home signal of Klerksdorp station and extends all the way down the Cape Main Line as far as the southern end of De Aar station and Yard including the Loco Depot.

2. This historic THL photo shows the opening of the Klerksdorp – Fourteen Streams railway in 1906. The locomotive is a CSAR class 6L-2 fitted with a Belpaire firebox – the boiler designed by Mr.P.A.Hyde, the CSAR’s Chief Locomotive Superintendent. These highly successful engines became class 6C Belpaire under the SAR Administration. The sparse surroundings suggest that this photo was taken at the Fourteen Streams end of the line.

3. Looking back in time to the 1920s/30s, an official SAR/THL photo taken from an unusually high angle (they didn’t have drones in those days!) shows the volume of traffic handled in those times. This image provides an amazing variety of goods wagon stock in use at that time. 4-wheelers were still in abundance in those days and would continue for many years to come.

4. This is class 16E No.857 at the head of the pre-War Union Limited – the forerunner of the famed Blue Train – stopped at Harrisburg, 28 miles beyond Klerksdorp to take on water. The 16Es were stationed in Kimberley from 1935 to 1939 and worked the luxury expresses between their hometown and Johannesburg. When the imported air-conditioned stock was brought into use on the Union Limited/Express trains in 1939, the 16Es were transferred to Bloemfontein for the rest of their working lives because Management had doubts about their ability to handle the heavier load involved with steel-bodied air-conditioned passenger stock.

5. In this THL photo, a class 23 is working a fairly substantial goods load on the main line between Klerksdorp and Fourteen Streams – date and exact location unknown but the late 1940s would be a fairly close approximation.

6. Another THL image of similar vintage to the previous shot also depicts a class 23 – looking rather grubby – working a goods load, approaching a station on the Cape Main Line.

7. Class 23 proudly displaying her number on her smokebox door, is ready to depart from Klerksdorp with what appears to be a tourist train heading for the Cape. The refrigerator van behind the tender is the indication that this is not a regular passenger train but a special working. It is also an early post-War image – the mounting of the turbo-generator high-up on the boiler is the give-away. These generators were, in later years, repositioned lower down on the running boards for easier access.

8. This classic SAR publicity shot was widely used after the War, to publicise the Blue Train luxury service between Pretoria, Johannesburg and Cape Town. I trust that the little fellow must have become a railway enthusiast when he grew up! A class 23 is at the head of the train, out in the Western Transvaal on the Cape Main Line.

9. Another class 23 working the Blue Train, passing a wayside station in the Western Transvaal. Having got the tablet for the next section of main line, the driver, judging by the exhaust pattern, has opened up his steed’s regulator with gusto to build up speed again after passing through the station.

10. This is another SAR/THL image of Klerksdorp taken much later – in fact, way over in the background, a couple of class 25NC engines are visible, dating this photo to post 1953. The train at the platform was either train no.202, the Johannesburg – Cape Town fast passenger service or its opposite number, 203 from the Cape to Johannesburg. Note, some of the passengers taking a stroll along the platform – this was common practice in those days of long-distance train travel.

11. In the early to mid-1950s, I started to visit Klerksdorp to take railway photographs and here is one of my early efforts, an almost new class 25NC at the Loco Depot which was just across the yard from the station.

12. In this photo, another 25NC is leaving the Depot, to work a train to Welverdiend, 60 miles west of Johannesburg. In the 1950s, Klerksdorp engines worked many turns including the Blue Train and 202/203 through to and from Welverdiend. Note the breakdown crane on an adjoining road in front of the engine.

13. This ex-CSAR greyhound is a class 10 Pacific which in her prime days worked fast passenger trains but when I photographed her in Klerksdorp in the early 1950s, she was reduced to maid-of-all-work which included light goods loads.

14. On the same day, I also found this REAL goods engine – an ex-CSAR

2-8-2 class 11 working a rather limited load – just a single DZ of coal - for her proven ability to handle heavy goods loads. These engines together with their Pacific sisters – class 10, were designed by the CSAR’s P.A. Hyde, together with the North British Locomotive Co., because the CSAR needed additional motive power as soon as possible and the time taken to first prepare designs in the LDO in Pretoria was simply not available.

15. Line-up of young 25NCs at Klerksdorp in July 1956. At this time the standard run for this class was from Welverdiend to De Aar; 397 miles, with re-coaling at Warrenton (see photos 152 - 153)

From May 1953 brand-new 25NCs began to arrive at Klerksdorp. With roller bearings on almost anything that moved and mechanical lubrication throughout, they were an instant hit among footplatemen who, being unused to such state-of-the-art machinery, dubbed them 'Cadillacs'

There were a few teething problems, though not nearly as troublesome as those encountered with their sister class, the condensers. Both the condensers and the 25NCs suffered from failures of the Timken bearings. These took several years to sort out, during which time most of them had been converted to SKF, Timken's Swedish rival. One of the failings of the Timken bearings led directly to their (later) undeserved reputation for being slippery. The coupling-rod bearings leaked which caused the leaked grease to be thrown up to the underside of the boiler. On hot days the melted grease gravitated down dripping onto the driving-wheel tyres along the way.

Once SKF bearings had been substituted the slipping was solved.

16. Here is another 25NC, No.3404 which some 36 years later, would be one of the prestige engines stabled in the ERS at Braamfontein, to work the Trans Karoo from Johannesburg to Klerksdorp on Fridays – returning on Saturdays.

17. On the 12^th of October,1959, I was back in Klerksdorp for more railway photos and pride of place was the arrival of the Blue Train from Johannesburg with class 3E No.205 in charge. The section from Welverdiend to Klerksdorp was electrified, in 1958. So, Klerksdorp steam no longer worked through to Welverdiend.

18. When 3E 205 uncoupled from the Blue Train, she presented herself for a good broadside photo as she moved across to the yard for her return working to Braamfontein. These 3Es were wonderful electric locomotives – designed for a safe maximum speed of 65 mph, 28 were supplied by Metro-Vickers in 1948 – numbered 191 -218. When they went into initial service, a few were sent to Natal for mainly top passenger service, but they had been designed for work on the Western Transvaal System – mainly Pretoria – Johannesburg and the few sent to Natal were returned to join their sisters when the class 4Es spent a limited time in Natal waiting for the Western Cape electrification to be completed. I can personally vouch for the fact that these 3Es could get mobile with a 600-ton main line passenger train, having had the thrilling experience of travelling behind them on trains 202 & 203 between Johannesburg and Welverdiend!

19. With the 3E uncoupled at Klerksdorp, it was now 25NC No.3440’s turn to work the Blue Train forward to Kimberley on the 12^th of October 1959. Here she is, gathering speed away from Klerksdorp with the SAR’s pride and joy!

20. On another venture out to Klerksdorp in 1959, I decided to go a bit further west to Orkney and phot the Blue Train again behind a 25NC. This is the first of three shots taken as the train raced past my camera. Note the outer-home and distant signals are off – telling the driver that he is clear to enter the next section to Regina at speed. No signalman or station foreman would think of delaying the Blue Train in those days!

21. Sweeping past the camera, the Blue Train was a picture to behold! A massive locomotive heading a rake of air-conditioned saloons in the magnificent and regal Oxford blue and dove grey livery! Note the lack of palls of black smoke – the fireman was more than up to his task!

22. One last photo was deemed necessary as the Blue raced away into the distance, heading for Kimberley and ultimately, Cape Town. If you look closely, you will see coaches 5 & 6 forward from the compo-van, break the symmetrical roofline. That is one of the new twin dining cars imported from Wegmann in Germany in 1958 for service on the top link passenger trains.

23. While out around Orkney, I took the opportunity to photograph a few lesser trains like this unidentified class 23 working a short goods load to Klerksdorp.

24. Racing through Orkney in October 1959, was class 25NC No.3419 with train 203 – the fast passenger from Cape Town to Johannesburg. These fast passenger services conveying 1^st and 2^nd class passengers only, would soon (in 1960) become known as the “Trans Karoo Express”.

25. The Cape-bound Blue Train, 2-up, in full cry near Makwassie, hauled by an unrecorded 25NC (SAR publicity photo). From Kimberley to Klerksdorp 2-up was scheduled to average 42.4mph over 191 mainly uphill miles, including the stop for coal at Warrenton.

26. After 203 had gone through, a class 23 No.3227 was seen working a string of ballast wagons trailing behind two goods wagons. Note the mine dumps to the left of the signal gantry – this was also a thriving gold-mining area west of Klerksdorp.

27. 3227 steams away sedately with her string of goods & ballast wagons, heading for Klerksdorp.

28. Back in Klerksdorp Loco in C.1959/60, little class 6J No.646 is busy earning her keep as Shed Pilot.

29. Class 3E No.193 had just arrived from the Reef with a goods load. To the right of her in the background, is an engine that would become famous as class 15A No.1970 in De Aar, known as Milly. This fame hadn’t occurred yet – she was on recent transfer from Braamfontein Loco where I knew her well, working local passenger trains from Johannesburg to Vereeniging.

30. Moving to my right, away from the 3E, I had a clear view of my old Braamfontein friend, 15A No.1970, in company with her younger sisters in Klerksdorp Loco. Note the dwarf signal in the foreground is off, to allow the 3E to drop her load in the yard.

31. 1960, the SAR’s Centenary Year and back in Klerksdorp, I found class 25NC No.3448 wearing the special Centenary headboard for Blue Train service. She was booked to work the Blue to Kimberley. Note the original “alligator” crosshead still in place – these would, over time, be replaced by “multi-ledge crosshead shoes and slide-bars” which had been fitted to 5 of these engines originally. Further on, I am presenting close-ups of the two types of crosshead for comparative purposes.

32. The first subject for my camera, taken on my next visit to Klerksdorp in September 1960 was the gorgeous old sandstone building that provided the main office accommodation for Klerksdorp station.

33. Klerksdorp East signal cabin was mounted high up on stilts, obviously to give the signalmen a vastly improved overview of the yard and approach roads. The train in the main picture, is no.414, that departed Johannesburg at 8.25am on a Saturday and arrived at Klerksdorp at 11.35am. This train was an EMU with three motor coaches and it regularly trailed an additional parcels van as seen in the photo.

34. 25NC No.3434 wearing the Centenary headboard, approaches Klerksdorp with train 203, the northbound Trans Karoo Express on the 5^th of September 1960.

35. After 3434 had left her train alongside the platform, she returned to her home shed where she posed for a portrait of super-power on 3ft 6in gauge!

36. Another 25NC No.3439 was seen getting ready for duty, taking water – 10,500 gallons of it and her bunker full, with 18 tons of coal!

37. A class 11 No.946 came trundling by – built in 1904 to CSAR design by the North British Locomotive Co., in Glasgow, she was in her time, also one of the most powerful 2-8-2 engines on 3ft 6in gauge, in the world.

38. Here is my favourite member of the 6^th class family – a class 6J No.646. These little hi-stepping fellows showed a lot of American influence in their design with large cabs and the running boards pitched above the coupled wheels. This chap was the local shed pilot at Klerksdorp Loco in 1960.

39. Waiting outside the 15M Shop at Klerksdorp Loco was this class 23 No.3217. The class 23s also had massive type EW tenders fitted, which carried 18 tons of coal and 9,500 gallons of water – almost as much as the tenders on the 25NCs. Mechanical stokers fed the 63 sq.ft. firebox grates. The coal piled high on the tender was standard practice on the SAR.

40. In 1937, the SAR ordered another 40 Watson-designed class 19C engines which were soon re-classified by CME W.A.J. Day to class 19D, having Walschaerts valve gear in place of the earlier R.C. Poppet valve gear fitted to the original 50 class 19Cs designed by his predecessor. Nos.2506 - 2525 were supplied by Fried Krupp and 2526 - 2545 by Borsig Loco Works in Germany. So, the engine in my photo – No.2535 is a Borsig-built locomotive. In SAR service these engines were collectively known as “Domeless 19Ds”. Note the “Ross-Pop” safety valves situated on the boiler, where the steam dome would normally be found.

41. Back at my favourite vantage-point to photograph Klerksdorp Loco, this time, a class 15AR alongside a 25NC and a 23 on the right, just showing the tail-end of her EW tender.

42. A class 15AR (unidentified) presented a good stance for a portrait. Note even as late as 1960, she still had her “Bell-Buffer” in place above the cowcatcher.

43. An unidentified domeless 19D, looking rather dusty rolls into Klerksdorp past the east-end signal box with a goods train probably off the Ottosdal branch line.

44. Class S1 No.376, looking like a real war-torn workhorse, was seen heading into Klerksdorp just before passing the east-end signal box. The signals on the right are two route indicators and a shunt signal lower down.

45. Leaving the shed to work the Blue Train to Kimberley, is class 25NC No.3448 in September 1960.

46. Here she is, accelerating away from Klerksdorp with the SAR’s pride and joy – the Blue Train.

47. Moving out towards Orkney, this class 23 No.3221 was seen working a goods train for the Reef. The two “Bok-Heads” stenciled onto her smokebox door, was a practice observed at this time in Klerksdorp. Charlie: note the clean stack! Signs of a top-class fireman on the footplate.

48. Shortly after the train in the previous photo had cleared the section, another 23 No.3210, came by with another goods load for the Reef. (For the benefit of overseas readers – “the Reef” – refers to the Witwatersrand gold mining area embracing several towns either side of Johannesburg.)

49. Moving on to July 1962 and back in Klerksdorp Loco, I found a class 23 blowing down her boiler from the steam release valve, indicating that she was going to have her boiler wash-out. Note the Klerksdorp bokkie (buck-head) stenciled on her deflector plate.

50. 25NC No.3443 was next in line to be photographed. The colours on her cabside number plate – yellow background to the red numerals was also typical of this period at Klerksdorp Loco. In this photo, one can see the conversion of the connecting and coupling rods to the SKF type in place of the original Timken type which were not successful. In time, all the remaining class 25 and 25NC engines were converted to SKF designed bearings.

51. As promised, here is a close-up of the original “Alligator”-type crosshead as originally fitted to all but 5 of these engines.

52. Here is the replacement “multi-ledge crosshead shoes and slide-bars” which came as part of the replacement program of the faulty Timken bearings with SKF equipment. Fortunately, the SKF bearings did the job and saved the CME and his staff from lots of sleepless nights caused by the defective Timken equivalent.

53. Another unidentified 19D arrived in Klerksdorp in July 1962 with a goods train off the Ottosdal branch line. Note: The early orders for 19D locomotives did not specify handrails from the buffer-beam to the running boards.

54. This “cold” class 11 was found staged on a side road in the Depot but if memory serves, not out of service yet.

55. A busy scene on the platform at Klerksdorp in July 1962, with the Trans Karoo waiting for signals before departing for Kimberley with an unidentified class 25NC in charge.

56. One month later, in August 1962, I was back in Klerksdorp with my camera. Class 23 No.3236 was seen backing onto a goods load for Kimberley with the shunter and fireman keeping an eye on things.

57. Another visit in November ’62 and the mandatory 1^st shot of the Trans Karoo with a 25NC in charge – this time with headboard – pulling away from the platform – next stop – Makwassie. Note the bloke at the far end of the first coach hanging onto the handrails!

58. Sorry for the repetition but this time we have a visitor from the Cape Midlands taking centre-stage. Actually, the 15BR No.1837 was no longer a visitor, it already had the Klerksdorp-coloured cabside number plate and “bokke” on the smokebox door. Locomotive allocation records show that 4 15BRs were stationed at Klerksdorp in 1962.

59. This rare class of engine at Klerksdorp required another photo – more of a broad-side close-up.

60. Climbing the footbridge over the yard, I was surprised at the lack of traffic to be seen in November 1962. The class 3E in the new red livery introduced in 1960, provided a contrast with the 5Es in the traditional green.

61. The red 3E sandwiched between two green 5Es, basking in the summer sunshine.

62. 2^nd class main line saloon No. 8809 was one of four built in Bloemfontein Shops in 1953. She looked pretty smart in the new Gulf Red and Quaker Grey livery that was adopted in 1960 as the new standard livery by the SAR.

63. Moving on to September 1963, I went back to Klerksdorp for the express purpose of photographing the Blue Train again. The 1^st shot shows the train arriving alongside the platform. What a splendid livery this was – absolutely superb!

64. When I took this shot in between photographing the Blue Train, I had no way of knowing that this locomotive would become world famous. It is class 25NC No.3450 – the very engine that was rebuilt by Dave Wardale into the class 26 – the “Red Devil” in 1981!!

65. Back on the platform, I watched this regal train depart for Kimberley behind a 25NC.

66. In June 1964, it was time to visit Klerksdorp again and the first engine to present herself for a photo in the Loco Depot, was this class 11, looking a lot smarter than I had seen her before.

67. Taking on coal at the coal-stage was an unidentified class 25NC.

68. A class 8 was seen positioning two type A hoppers on the coal-stage. I noticed a real effort to clean-up the engines stationed at this Depot, as is evident in this shot of the 8^th class.

69. Another shot of the 8 on the coal-stage included a 25NC poking its nose into the picture.

70. By the beginning of 1965 the section from Klerksdorp to Kimberley was almost ready for energising so this was probably one of the last workings of the steam-hauled 1-down, the northbound Blue Train, here tackling the 1/80 between Windsorton Road and Koedoe. Impressive in this photo is the huge (7ft diameter) boiler of the 4-8-4.

71. It became a habit to drive out to Orkney after visiting Klerksdorp Loco and in June ’64, I was just west of the junction where the line from Vierfontein joins the Cape Main. A class 25NC heading west to Makwassie and beyond, with a goods train, was first in line to be photographed.

72. The next 4 photos was the prime reason for coming to this spot – I wanted to photograph the Blue Train – yes again, at speed as she swept around the curve heading on to Harrisburg, Leeudoringstad and beyond to Kimberley. The 4 photos are presented with an additional two which emphasize the high level of luxury to be found on the Blue Train. Here she is, approaching my position, setting the scene and creating the growing excitement of yours truly, holding the camera!

73. Getting close, the 25NC is sweeping around the curve with her train!

74. This collage of official SAR interior photos offers proof of my statement referring to the luxury to be found on board this fine passenger train.

75. Shortly after WW2 in 1946 and the re-introduction of this train to be known as the Blue Train henceforth, the Publicity & Travel Department issued a special brochure to publicise this service. The main colour photo is of the brochure itself – folded flat to show both sides and the B&W photo on the right, is one of the photos inside the brochure, showing the Train Manager in his “frock-coat” attending to a passenger on the platform at Johannesburg. Collection Les Pivnic.

76. Returning to my original 4 photos: The 25NC going away from the camera, presented another shot of this classic train! The dominant grey-white structure in the foreground is a road under-pass under the railway.

77. My final shot revealed the whole train racing away on her journey to the Cape in June 1964. It concluded the excitement of photographing a wonderful train at speed!

78. In 1965, the ex. Cape Midlands 15BR was still working in Klerksdorp! If anyone can enlighten us as to what work she was doing there, I will gladly add it to this caption. On this occasion, I was part of an RSSA group visiting Klerksdorp. RSSA – “Railway Society of Southern Africa”.

79. Another shot of the driver’s side of this engine was essential. With her raised running boards, she really made a fine portrait.

80. This class 23 would not be stationed much longer in Klerksdorp with the electrification of the main line extending down to Kimberley in 1964. These engines were transferred to Bloemfontein for further main line duty.

81. This Krupp-built 19D No.2516 which was originally domeless, has had her boiler replaced by a domed variety when she went into Shops for a Heavy Repair (SAR parlance for a major overhaul). In SAR practice, all engines entering Shops for Heavy Repairs, were given freshly overhauled boilers from the same class of engine, to save time out of service. The old fellow behind the 19D was the resident class 11 at Klerksdorp.

82. Tucked away inside the running shed in 1965, were two residents of Klerksdorp Loco – classes 19D and 11.

83. During this RSSA visit to the Loco, we were entertained by class 8D No.1214 doing a spot of vigorous shunting. The electric units – classes 5E and 5E1 - in the background provide evidence of the electrification of the main line all the way to Kimberley and Beaconsfield.

84. The class 8D was seen pulling hard to get the heavily laden B wagons full of ash away from the coal-stage! If these photos could talk, you would hear her stack-talk loud and clear! The RSSA members that can be identified are – 2^nd left with white hat – Des Howarth and on the right, watching the class 8 closely – Ronnie Wilson. A Railway Constable is keeping a close eye on all of us, but we had official permits for this Depot visit.

85. Another shot of 1214 as she passed my camera – the sound – WOW!

86. I couldn’t resist another shot of the 15BR – we didn’t know how long any of these engines would still be around with electrification having taken over the main line working.

87. Another old-timer on shed during our visit – class 6D No.577. I think that her working days were over – placed in service in 1898 – after 67 years of faithful service, she had earned her keep, initially on the Cape Government Railways and from 1910, on the SAR. She was built by Neilson Reid, one of the constituent Companies that amalgamated to form the North British Locomotive Co., in Glasgow.

88. Here is 1214 taking a break from shunting and having a drink of water. She looked really impressive – not bad for a 62-year-old steamer!

89. Here she is again – this time the fireman’s side of the engine. This shot brought our RSSA visit to Klerksdorp to a close.

90. In October 1966, I had another solo visit to Klerksdorp and first on the menu, was photographing the Blue Train – yes again and again – I couldn’t get enough of her! In this shot of the train pulling into the station, we see a Carriage & Wagon Examiner, tapping the wheels as they slowly pass him by. This was also part of regular SAR practice in those days. The wheels were tapped, one by one, with a long-handled mallet and the examiner could tell by the tone of the ringing sound of each wheel, whether it was still in good condition – safe for continuing the journey. He would tap the right side of the train as it pulled into the station and tap the left side, while it was stationary at the platform – thus completing his inspection. The dining car is named “Zambesi” as all dining cars on the SAR carried names of geographical features in Southern Africa. The altered roofline of the lounge car, just ahead of Zambesi was brought about when new lounge cars were introduced on the two Blue Train sets in 1963.

91. Another shot of Zambesi as the train makes a short stop at Klerksdorp.

92. While waiting to photograph the Blue leaving Klerksdorp, a good train hauled by a 5E1/5E combination, was seen arriving from Kimberley – the electric units looking rather smart in their new red livery.

93. The Blue Train with two 5E1s in charge, sets off for Kimberley, 191 miles away and would arrive there at 6.10pm - precisely. Timekeeping with this train was a religion to the running and operating staff, unlike today when “slow” running is actually used as part of the advertising campaign!

94. After the Blue had left, a visit to the Loco Depot was next on my schedule and first to be photographed was class 11 No.935, looking reasonably trim.

95. A broadside shot of the engine was available and I did not need any persuasion!

96. I found another class 6D No.581 on shed but this old-timer was definitely out of service – note her connecting rod is missing!

97. My catalogue caption for this photo reads – “Electric Traction” and the reason is obvious – a string of electric units stabled in the distance and a class 5E1 at the head of a goods train in the foreground.

98. The 11^th of April 1969, was a red-letter day for rail enthusiasts in the Transvaal. It is on this day, that a special working of the Blue Train – steam-hauled – all the way to Cape Town, left Johannesburg behind a class 16E No.855, for the 1^st leg of the journey as far as Klerksdorp. Here at Klerksdorp, the public interest in this special steam working was overwhelming and beyond any of our expectations. In this photo, the 16E is leaving her train – she had performed impeccably all the way from Johannesburg! One needed a “people filter” to get a clear shot of the engine as it left to go to the Loco Depot.

99. Changing to my 2^nd camera loaded with colour film, I somehow managed a photo of 855 with only a few people in the viewfinder! Just below the headlight on the engine, you will see the name “Vrystaat” because this 16E was a Bloemfontein engine, on loan for this special event.

100. The late Brian Cousins was a passenger on this special Blue Train and he managed to get a “people-free” shot of the 16E as she left our train.

101. Brian also managed to get a few extra photos in Klerksdorp Loco while our train was waiting for the next engine to work us on to Kimberley. In this shot, he got my old pal from Braamfontein Loco – class 15A no.1970.

102. Brian managed a quick shot of the resident class 11 working the coal-stage.

103. His last shot near the coal-stage, before rushing back to board the train, was this photo of the pugnacious class S1 No.376 – the resident heavy 0-8-0 shunter at Klerksdorp.

104. The class 16E was replaced at Klerksdorp by a class 23 No.2559, named “City of Durban” for the next leg of the journey to Kimberley. Here she is backing onto the train. She looked absolutely splendid, having been polished specially for this trip like all the engines used on this special run, because a prize was to be awarded for the best-looking loco on the entire journey. She didn’t win but, in any event, she still looked magnificent!

105. Time for a “people filter” again! 2559 was now coupled on in readiness to depart for Kimberley. Note the bloke perched on top of the colour-light signal!

106. We had a water-stop at Bloemhof and my dear wife Carol joined some of us to get a few more photos of 2559. The fellow behind Carol was the official SAR Departmental photographer, Steve Matthysen.

107. Four days later, on the 15^th of April, we were back at Bloemhof on the return leg of this amazing trip and class 23 No.2559 was still looking magnificent at the head of the Blue Train. She is seen here carrying the specially-made headboard which was not to everybody’s liking – me included!

108. I repeated the photograph at Bloemhof with my camera loaded with B&W film – my apologies for the repetition!

109. In this photo-collage at Klerksdorp, we see the dignitaries lined up in front of class 23 No.2559 before she cut-off from the train. In the main photo on the right, we see from the left: the Loco Inspector (name unknown), Mr. R.H.Tarpey, Deputy General Manager of the SAR, the driver and fireman on 2559 (unfortunately names unknown), The Hon. H.E.Martins, Deputy Minister of Transport, Mr. P.L.Strydom, Manager, Publicity & Travel Dept., Mr. C.E.Visser, staff, Publicity & Travel Dept. In the photo lower left, the only two gentlemen not mentioned yet, are: 2^nd left, Mr. John Silver and 4^th from left, Mr. James Hall both representing the Historic Transport Association of Johannesburg. Mr. John Silver had instigated this special running of the Blue Train with Mr. Hall’s blessing and the major co-operation of Mr. R.H.Tarpey who made it all possible.

110. Back at Klerksdorp, the class 23 had completed her stint and it was time for the final leg back to Johannesburg behind 16E No.855 “City of Johannesburg”. Here she is backing onto her train with Loco Inspector P. H. Van Rooyen on the footplate. The driver was P.J.A. van Wyk and the fireman was J.P.Werner.

111. Brian also photographed 855 as she backed onto the Blue Train in Klerksdorp.

112. He also managed a shot of the chaps attaching the special headboard to 855 and had to find an elevated position to get above the crowd in the foreground.

113. Brian managed just one more shot of 855 at the head of the train, just before we left for Johannesburg.

114. In this photo, taken by a visiting enthusiast from Germany, Reinhard Gumbert on Sunday 26 August 1973, class 15AR No.1797 and 14AR No.1909 were caught in action, shunting in the Yard at Klerksdorp.

115. Reinhard also took this B&W shot of the same two engines engaged in their shunting duties in the Yard on 26 August, 1973.

116. The class 7 No.980 mounted on a plinth on Klerksdorp’s main platform was another subject for Reinhard’s camera. She looks reasonably intact in this photo but needed a good wipe-down. In today’s socio-political climate, one can only wonder if she is still intact?

117. Eugene Armer who provided this photo describes it thus: For a short period towards the end of their working lives, a couple of class 25 condensers were sent to Klerksdorp for shunting duties in the substantial yards. In the 1970's there was plenty of goods traffic moving to and from the Vierfontein and Ottosdal branch lines, plus the local sidings around Klerksdorp town. The 25's joined a small fleet of class 14R's and 19D's to handle these duties. I recall that the reason for the 25's ending up here was to placate the management of a nearby hospital, who regularly complained about the noise of the locomotives shunting the yards.

On the 18th April 1979, no. 3476 is on duty in the electrified yard at Klerksdorp, looking rather worse for wear after a career of main line work across the Karoo. End quote.

I can add that this very engine, after conversion to a 25NC, would become famous as one of the prestige 25NCs to be stabled at the Braamfontein Electric Running Shed for special service working the Trans Karoo from Johannesburg to Klerksdorp initially on Fridays and later, working the north-bound Trans Karoo from Klerksdorp to Johannesburg on Saturdays. Les Pivnic.

118. Another view of class 25 3476 on shunting duty in Klerksdorp yards, with a block of mealie wagons which quite possibly originated off the Vierfontein branch on the OFS System. The passenger van on the right was bringing up the rear of the Trans Karoo arriving in Klerksdorp from Cape Town. 18th April 1979.

119. Eugene writes: Unlikely stablemates.....

Class 25 condenser 3501 and class 14R 1901 stand side by side in the small loco depot at Klerksdorp, based here for shunting duties in the yards and industrial sidings around the town. The 14R would have spent most of its life on the Natal system, while the 25 dragged heavy loads across the Karoo between Beaufort West and De Aar. Who would have thought that they would end up as stablemates at Klerksdorp! 16th September 1978.

120. Eugene writes: Class 15F 2996, fitted with a class 23 tender, is caught in the soft light of a spring afternoon, as it pounds along "under the wires" on the Cape main line near Orkney, nearing the end of its journey from Kroonstad to Klerksdorp via the Vierfontein branch, with a block load of 18 maize wagons plus guard's van. In the background, the headgear of one of the area's gold mine shafts adds a sense of place to the scene. 23rd September 1978.

121. Eugene again: As the angle between photographer and subject changes to a side-on view, so the glint of the afternoon sun highlights every detail of 15F 2996 as it passes by on the Cape main line, running under the overhead electrification between Orkney and Klerksdorp. By this time virtually all of the 23's had already been withdrawn from service and many of their tenders were fitted to 15F's. 23rd September 1978.

122. In April 1979, the RSSA operated the 'Sunset Limited' rail tour, which turned out to be the forerunner of many more long-distance multi-day steam-hauled tours around the country. While passengers (and linesiders) were enjoying the Sunset Limited along the Garden Route, another event was taking place in the Orange Free State, at Kroonstad steam loco depot. A major overhaul of a class 23 had just been completed, this being locomotive no. 3300, which was designated to work the Sunset Limited north from Bloemfontein to Kroonstad, and a test run was called for to ensure that the loco was in tip top condition for working the special train.

A telephone call to Kroonstad loco depot confirmed that a test run was planned and resulted in the loco foreman (I apologise for forgetting his name) agreeing to have 3300 booked to work the daily except Sundays passenger train to Klerksdorp. The test run was confirmed for Wednesday, 18th April 1979. Train no.52264/5 was due off Kroonstad at 03:10 and scheduled to arrive in Klerksdorp at 08:26. After servicing, the locomotive would return to Kroonstad with a goods train.

This photograph shows an absolutely immaculate 3300 with Driver Shafer at the regulator, just after bringing his train to a stop at Klerksdorp station, with passengers already detraining and making their way up the footbridge. Engine 3300 would go on to become the sole remaining operating member of its class and regularly featured in the motive power line-up of subsequent railtours, including the S.A.R. Publicity & Travel Department's "Steam Safari" tours.

123. What a lash-up of electric power! Dick describes his image: 6x 6E1’s head a northbound ore (?) train through Klerksdorp in March 1980. The leading 6E1 looks new and is almost straight out the box.

124. Dick provided another photo from his collection and he describes it thus: “19D 2655 is watering and looks to be almost ready to move off Klerksdorp depot in August 1982.” This must be the dirtiest 19D – no, the dirtiest engine of any class that I have ever seen on the SAR! Co-Editor Les.

125. Peter Stow writes: On the day I photographed the Boat Train from Johannesburg to Cape Town it had been brought to Klerksdorp by Class 15F 3153. Class 26 3450 then took over for Kimberley and is seen here crossing the Schoonspruit near Kanana between Orkney and Lava. Date: 1984

126. A side-on view of 3450 at the same location as in the previous photo. Unfortunately, this train, which ran approximately once a month behind steam, was poorly patronized and was soon withdrawn after only a few trips.

127. Anyone born in this area could be forgiven for believing the earth was flat. There were very few features for miles around. Here the Boat Train is running effortlessly near Grasslands, the green “Drakensberg” lounge car (ex-old Blue Train) clearly visible in the consist.

128. The Boat train drifts through Bloemhof, the site of a dam which bears the town’s name. It was originally known as the Oppermansdrif Dam when under construction during the late 1960s and was commissioned in 1970. It is located at the confluence of the Vaal River and the Vet River, on the border between the provinces North West and Free State and is regarded as one of the largest dams in South Africa covering an area of 25000 hectares. The dam wall has a total length of 4270m.

129. No doubt the most beautiful location on the route covered in this chapter is the spectacular multiple arch bridge crossing the Vaal River between Fourteen Streams and Warrenton. What better way to describe this area than to quote from the Cape Colony TO-Day 1907:140.

“Fourteen Streams, the junction of the C.G.R. line to Klerksdorp for Johannesburg, is 695 miles from Cape Town, and has a post-office, telegraph office and an hotel. The Cape Government Railway crosses the Vaal River a little to the south of Fourteen Streams by a bridge 1,330 feet (405.4 metre) long. Probably no name in South African nomenclature has excited the public imagination more than the name of this station. How many thousands of travellers have expected to behold fourteen magnificent streams of water running through the thirsty land and have wondered about the width, depth, source, course, and outlet of these wonderful streams. Never a train of new passengers ever crosses the bridge without a craning of new necks looking for fourteen streams, often, in droughty times without seeing any at all.”

The old bridge was dismantled in 1946 and moved all the way down to the Eastern Cape where it now bridges the Great Kei River. The original piers can still be seen crossing the Vaal River.

130. In 1989, a special concession was approved by the Regional Manager, Western Transvaal, for the Trans Karoo to be steam-hauled on a Friday from Johannesburg to Klerksdorp in place of the normal electric traction. This concession was later expanded, to allow the engine working the train out on a Friday, to lay-over at Klerksdorp Friday night and work the north-bound Trans Karoo to Johannesburg on Saturday morning. The steam locomotives that would be used on this special concessionary service, were class 25NC engines, transferred to the Electric Running Shed, Braamfontein. Over the next couple of years, several 25NCs found their way to the BRR ERS which, at that time, seemed bizarre! Steam locomotives being stabled in an all-electric Running Shed! The answer was actually quite simple – the men at the core of this arrangement were mostly ex-steam men who had worked on 25NCs in earlier years of their employment by the Administration. This whole exercise engendered a lot of enthusiasm at neighbouring Depots as well, with the result that “guest” engines from those Depots were also given the opportunity to work the Trans Karoo – one example being 15F No.3135 from Springs Loco. In fact, the special concession awarded to BRR ERS was extended to Germiston Loco as well, allowing them to work the “Amatola” passenger train from Johannesburg to Kroonstad with steam locomotives, one-day-a-week. The engines employed by Germiston were: 15F no.3040; 25NCs Nos.3472 and 3407 – all in super-shine condition.

Back at BRR ERS, the men directly involved with the steam engines, decided to clean and polish their steeds to the point where these engines were absolutely impeccable – they were the finest examples of “super-shine” locomotives that I had ever seen in my 40+ years of photographing SAR locomotives – even those used on the special Blue Train in 1969! In this photo, taken at Klerksdorp in February 1990, is 25NC No.3476, one of the first NC’s to work this special service. Note: Compare this image with photos 117and 118 – the same engine before conversion to a 25NC!

131. I am including a close-up of 3476 to emphasize the attention to detail given by those responsible for the immaculate finish on these engines. She carried the name “Griet” – named after the wife of Braam Le Roux, Senior General Manager (Operating)(Spoornet). She also carried the name “Braamfontein” on her smoke deflector plates.

132. I could not resist including one more shot of 3476, alongside the Running Shed at Klerksdorp.

133. In the early 1990s, the S A Railway Museum operated special tourist trains under the banner – “Union Limited” – remembering the famous predecessor of the Blue Train before WW2. The tourist train was made-up using historically significant coaches and dining cars. The train was also hauled by specially restored steam locomotives as it toured around South Africa – usually on 10-day tours. Amongst, the engines utilized on these tours were classes 15E No.2878 and 15F No.3016 seen in this photo at Klerksdorp Loco in August 1991. They were being prepared for duty, to work the “Brush with Steam” Union Limited special from Klerksdorp to Johannesburg.

134. 15E No.2878 presented an imposing face for my camera, amongst the resident electric and diesel locomotives. How times had changed – 40 years earlier, I would have been surrounded exclusively by steam engines, where this photo was taken.

135. The special arrived in Klerksdorp from the west, behind the class 26 No.3450 the “Red Devil” and a class 25NC No.3441 with a “Worshond” (Dachshund) tender. By this time, the class 26 had already lost a lot of her special equipment specified by Dave Wardale and the neat “Witte-type” smoke deflectors were replaced by these massively grotesque elephant ears which in my opinion, ruined her smart original appearance back in 1981.

136. In this photo, we see more of “Worshond” 3441 named “Karoo Conqueror” as they steamed into Klerksdorp in August 1991.

137. I purposely included a 3^rd shot of the double-header arriving in Klerksdorp to show the “Worshond” type tenders which were converted from the condensing tenders originally fitted to class 25 locomotives. The white device on the tender was a new logo used by Transnet, the successors to Spoornet.

138. This photo shows the famous twin dining car, PROTEA No.219 and her kitchen car No.276 which were still at that time, part of the Union Limited tour trains. Sadly, this twin diner was replaced on the tour trains and was staged in Cape Town where vandals reduced her to scrap! Not the ideal outcome for what was indeed the SAR’s most famous dining car, having served on the pre-War Union Limited/Express – then on the post-War 1947 Royal Train – then on the Orange Express – then in general main line service and finally, on the Museum’s Union Limited Tours. She should have ended her active days in safe retirement in the Outeniqua Transport Museum!

139. Trailing PROTEA, was the lounge car No.698 named “VOORTREKKER” which was also earmarked for preservation after serving the Union Limited tour trains. This lounge car was originally a buffet car serving trains between Durban and Port Shepstone on the Natal South Coast.

140. In December 1994, I joined a group of enthusiasts who had arranged for an extra coach to be attached to the Trans Karoo between Johannesburg and Klerksdorp. By this time, the train was usually double-headed by two class 25NC locomotives on a Friday from Johannesburg to Klerksdorp. On this particular trip, 25NCs Nos.3476 and 3404 provided the motive power and here they are in Klerksdorp Loco on the following Saturday morning, just prior to working the northbound Trans Karoo to Johannesburg.

141. In December 2000, I visited Klerksdorp to photograph various station fixtures for modelling purposes for my model railway and while there, the Blue Train bound for Cape Town came through. This photo shows the two class 12E locomotives departing with the Blue for Kimberley.

142. This shot of the Blue Train heading out of Klerksdorp shows the modifications made to the trailing lounge car with large windows cut into the end and sides of the vehicle to provide passengers with a panoramic view of the trailing track and scenery behind the train.

143. Graeme “Lumpy” Hind describes what is happening in this and the next photo which he took when he was the fireman on the 25NC seen in his photos.

“This is the Beaconsfield breakdown gang with crane and associated train, located at Camelford, about midway between Veertien Strome and Christiana, 215.78km from Klerksdorp. The loco is pointing chimney first towards Veertien Strome. The date was 16th August 1983, and I signed on at 0600 to work 25NC 3530 with Driver G(Girt) C Botes (who at the time was one of Beaconsfield's most senior steam drivers). We attached the breakdown train and ran tender first all the way, the 95 or so kilometres to Camelford as train 4417. On arrival at Camelford we shunted the crane into the siding where the failed 6E1 electric had skidded to a halt due to having a seized axle or traction motor. The gang had to kill the overhead and pull it out of the way in the loop and siding so the loco could be lifted at one end to drag the defective bogie out, and insert a replacement, before packing everything up and restoring the overhead. I think we then assembled everything together including the 6E1 and hauled the lot back to Beaconsfield. Train number not noted. Signed off at 1745. An interesting day - even got a free lunch in the kitchen car of the breakdown train.

144. As described in the previous photo.

145. An air-braked block load of new motor cars crossing the Vaal River at Fourteen Streams c late seventies behind what appear to be a pair of class 6E locomotives, the second of which still carries the yellow stripe along the full length of the body. This photograph records a weird anomaly resulting from the SAR's rigid stance against allowing drivers to work either vacuum or air-braked trains, as the case may be.

Most of the developed railway systems of the world had adopted air brakes by the end of the 19th century but SAR stubbornly clung to vacuum brakes until 1971 when Kobus Loubser decided it was time to abandon steam traction. From then on as super-long block loads were introduced all of these were designed for airbrakes. There followed a period of several years, beginning in the late 70s, when dual brakes were incorporated in new rolling stock. But it still took several years to eliminate vacuum brakes, not done until the last decade of the century.

Meanwhile, the Chief Superintendent (Technical) had decided that once a driver had gone over to air-brakes he was not allowed to drive vacuum-braked trains anymore. (A similar rule also applied to steam, electric and diesel drivers who were not allowed to interchange between the various forms of motive power. It was an either/or situation, rather than being allowed to operate any of the forms of traction as the need arose). This rigid practice, which created untold operating difficulties, prevailed for about ten years after which it was relaxed (for at least a decade air-braked trains did not use the Free State main line).

146. A single class 6E1 in original SAR red livery is heading a short goods train north across the Vaal River between Warrenton and Fourteen Streams, on the morning of 15th March 1986. I believe this to be the pick-up goods from Kimberly to Klerksdorp. Note the tarpaulin covered wagons, as well as the four-wheeled "shorts" in the consist.

147. On the same morning (15th March 1986), the 6E1-hauled goods train in the previous photo was soon followed by 25NC 3462 steaming across the Vaal river between Warrenton and Fourteen Streams, working a passenger train from Kimberley to Mafikeng. According to my 1982 copy of the SAR timetable, this would be train 22031 Daily except Saturdays, due off Warrenton at 08:53. However, since 15th March 1986 fell on a Saturday, the timetable had either been changed in the intervening years from '82 to '86, or this was a very late running train 72115 Fridays only from Johannesburg to Vryburg, due off Warrenton at 02:55. Either way, a steam-hauled passenger train on this bridge was a great catch!

148. A southbound goods train behind an unidentified class 25NC, is reflected in the waters of the Vaal River as it approaches Warrenton at the end of its journey from Vryburg and Mafikeng. 15th March 1986. One of the piers of the old bridge still stands, framed by one of the arches of the new bridge.

149. Warrenton - Fourteen Streams

Class 26 no. 3450 crossing the Vaal River soon after sunset. The train is the Transnet Museum's "Indian Ocean Limited" tour train and the date was 21st April 1991. The train left Johannesburg in the morning behind a class 15A to Krugersdorp, then the class 16D to Klerksdorp, where the class 26 took over for the run to Kimberley, crossing the Vaal after sunset as seen in this photograph. Ian Pretorius was most likely on board as Train Manager and Jean Dulez who was also on this trip, helped me to confirm the photo details.

150. During the 1980's, class 19D 2688 was plinthed in Warrenton town, alongside the main road to Mafikeng (N18), near the intersection of Uys Street and opposite the local branch of First National Bank. In 2011, Dave Richardson wrote on the Yahoo sar-L group as follows: ""This loco was plinthed in the late 80’s. I was driving to Cape Town and came across it as they steamed it from Warrenton yard to its resting place outside FNB in Warrenton. They had two track panels and just kept bringing the rear to the front, somewhere I have pics of it straddling the National Road which took about an hour to cross but it was a great interlude in the journey!"

The locomotive was named "J.G.Yspeert", in honour of the Mechanical Engineer for the Cape Northern System, based in Kimberley. Mr Yspeert passed away on 16th September 2010 at the age of 85. This photograph was taken on the morning of 15th March 1986, with the dawn sky providing the backdrop ahead of a beautiful sunrise.

151. On 15th March 1986, class 25NC 3485 is bathed in early morning light, just a few minutes after sunrise at the loco depot in Warrenton. In the background are three stablemates, all being prepared for their next turn of duty on the line north to Vryburg and Mafikeng. My notes from that morning recorded a total of six NC's on shed, ie: 3453, 3462, 3485, 3499, 3505, 3516 and 3526.

152. A closer view of the coaling plant at Warrenton. As you see, it facilitated refuelling while the locomotives were on their trains but despite its impressive structure it was quite labour-intensive. A cocopan needed two labourers to manoeuvre it into position over the tender bunkers. On the left that Klerksdorp 15AR is still drawing through the B-bogies of coal.

153. The southbound 23 has just finished coaling and watering and will soon be on her way with this Cape-bound freight. There was a coaling gantry at each end of Warrenton station which allowed engines to re-coal, either north or south-bound at this point.

154. By 1962 all freight from Rhodesia destined for the Cape was brought to Warrenton by Vryburg 19Ds*. From here a Kimberley 23 would take it over and run through to De Aar. *Previously the Dollies would run through to Kimberley which, in fact, was still the practice with the Rhodesia Mails at this time.

155. Reinhard Gumbert called in at the Loco Depot at Warrenton on the 26^th of August 1973 and found four condensing 25s to photograph in a single image! The class 25 in the foreground is No.3466.

156. The next subject for Reinhard’s camera was class 19D No.2713 fitted with a domeless boiler from one of the original series of 19D locomotives.

157. During the fifties the first 17 miles southward from Warrenton to Windsorton Road were double tracked mainly due to the 1/80 section facing northbound trains out of Windsorton. This down livestock working had reached the flatter grade north of Content and was galloping along the straight into the refuelling stop at Warrenton.

158. Sometime back in 1964 the Class 19D booked to work the Rhodesia Mail from Kimberley to Mafeking had failed and was hastily replaced by this Class 25 condenser – and there was no time to turn it the right way round! It would only be a temporary stand-in though, as the lighter track after Fourteen Streams would have necessitated the services of another Class 19D.

159. On the high veld the summer thunderclouds frequently make up the lack of scenery as in this November 1962 shot of a grimy 23cl 3286* with an Up (southbound) freight approaching Dronfield, just north of Kamfersdam. *We have photos of this engine in magnificent condition after her transfer to Bloemfontein upon completion of the Klerksdorp-Kimberley electrification.

160. 3286 again, taking the Kimberley by-pass at Kamfersdam in November 1962.

161. On the 4th of August, 1991, class 26 No.3450 and 25NC 3441 departed Kimberley for Klerksdorp with a Steam Safari tour train. Rags's photo shows the train passing Kamfersdam. The pink hue across the water in front of the lead engine, is actually the resident flock of flamingoes on the dam.

162. Rags took a second shot of the train as it headed north behind 3450 & 3441.

Image 162 concludes Part 1 of the Cape Northern System. My next chapter will be - Kimberley - Beaconsfield.