PORT SHEPSTONE - HARDING RAILWAY

Compiled by Bruno Martin

Editorial contributors: Charlie Lewis, Charles Parry and Ashley Peter ©

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

Part 21. Estcourt–Weenen Railway.

Part 22. Umlaas Road–Mid Illovo Railway.

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

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

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

Part 26. Natal Narrow-Gauge Motive Power.

Part 27. The Natal Narrow Gauge Preservation Group.

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

The following photographers and colleagues contributed photographs to this chapter:

A E ("Dusty") Durrant via Dick Manton; Allen Jorgensen via Dick Manton; Bruno Martin; Charlie Lewis; Dennis Mitchell; Derek Phillips; Dick Manton; Harald Navé via Charlie Lewis (courtesy of Alfred Luft, custodian of the Navé collection); John Middleton; Leith Paxton; Les Pivnic; Robert Horlacher; Sandy Buchanan; THL via Yolanda Meyer.

Apologies to anyone I should have thanked but have overlooked.

Concluding Natal's two-foot gauge railways coverage administered by the South African Railways (SAR), the next chapter takes us to the Port Shepstone-Harding Railway (originally known as the Alfred County Railway. When it came under private ownership in 1987, the name was reinstated). This railway was the most southerly of the four narrow-gauge lines. When proposed in 1899, it was intended as a 3ft 6in gauge extension of the South Coast Railway running from Durban to Port Shepstone and then inland across Ngele Mountains to Kokstad. However, when construction of the railway finally went ahead in 1909, it was decided to change the gauge from 3ft 6in to 2ft 0in to save on construction costs and to take the line only as far as Harding, just a few miles short of the Cape (East Griqualand)/Natal boundary.

Starting from Port Shepstone, the line crosses three rivers on the four-mile-long stretch along the coast. It then strikes inland on a tortuous alignment in the hilly terrain, necessitating the use of 200ft minimum radius curves and predominantly graded 1 in 38∙5, except for a short section after milepost 15, between Bomela and Renken, where the steepest pitch on the gradient profile is recorded as 1 in 37∙7. After reaching Success Halt, the line skirts Oribi Gorge in deeply incised Mzimkhulwana River valley. Next, a gradual ascent brings the line to the most spectacular section known as 'Wilson's Cutting', where the railway hugs the steep hillslope of the Mbizane Valley between Mbeni and Otterburn Halts. From here, it follows the watershed of the Mzimkhulwana, and after numerous twists and turns, it reaches the west bank of the river at Hughenden. Finally, the sinuous alignment weaves in and out of the valleys of tributaries of the Mzimkhulwana as it makes its way to Kwapa Halt and Wetherby Siding until it reaches its highest elevation ±2960ft near milepost 75 and then a short descent to the terminus at Harding.

Motive power used on the railway included the NG4 tank locomotives and Classes NG/G 11, 13 and 16 articulated locomotives. The Port Shepstone-Harding Railway remained one hundred per cent steam-operated for all of its 75 years' existence under government ownership. For at least 48 of those years, it was fully Garratt-operated. In addition, a narrow-gauge railcar operated passenger services between Port Shepstone and Harding from 1927 to 1930.

The Port Shepstone-Harding Railway was closed in 1986. It was one of many branches no longer considered economical to operate by the SAR. From the 1980s onwards, the South African rail network was extensively pruned so that by the 2000s, only the main lines and a few branches remained open.

In 1987, Port Shepstone-Harding Railway was reopened as the privatised Alfred County Railway (ACR). At first, steam locomotives - Classes NG/G16 and modified NG/G16A and a solitary Class NG15, provided the motive power. However, class 91 diesel units hired from Humewood Road, Port Elizabeth, were employed from 1992 onwards to haul the bulk of the traffic, although steam was drafted in to assist at times until its closure in 2004.

HISTORY OF THE PORT SHEPSTONE-HARDING RAILWAY

(ALFRED COUNTY RAILWAY)

Researched by Bruno Martin

SURVEYS AND CONSTRUCTION

In 1866, 'Nomansland', the Zulu tribal land sandwiched between the Mzimkhulu, "the great home of all rivers" to the Mtamvuna", Reaper of mouthfuls" and flanked to the west by the Ingele Mountains and bordering onto Griqualand East, was annexed by the Colony of Natal and named Alfred County after Prince Alfred, the younger son of Queen Victoria.

A report was prepared and submitted in December 1901 by W H Cobley, the Superintending Engineer of Surveys of the Natal Government Railways (NGR), setting out in detail what was envisaged as an exceedingly steep and somewhat costly line to build. The rise and fall from North Shepstone to the Cape/Natal Colony border: total rise 6 537 feet; total fall 1 787 feet. Curvature: 321 degrees per mile. The estimated construction cost was £787 000, exclusive of rolling stock or other equipment. The estimate was based on using 61lb/yd rails and the permanent way suitable in every respect for employing Dŭbs 4-8-2T locomotives.

From the terminus at North Shepstone, a 6½ mile extension southwards along the coast was authorised under Natal Act No.46 of 1903. The extension required building four bridges: the longest being the bridge to cross the Mzimkhulu, comprising 17 spans of 60ft plate girders, carried on 17 piers of four 15in-diameter cast-iron screw piles with an extra pile in the deepest part of the channel, one concrete pier on the south side and one span of 25ft over the wagon road with concrete abutments. In addition, the bridge over the Mbango "the disputed one" (Umbango River) comprises three 30ft spans on concrete piers, the bridge over the Boboyi "grass fan mats" (Iboboya River) consists of six 30ft spans on concrete piers, and the Zotsha "river of the Zotsha Clan" (Izotsha River) comprising eight 30ft spans supported by 16 cast-iron screw piles and concrete abutments at each end.

The contract for building the bridge over the Mzimkhulu was awarded to Messrs Guy & Holbrook on 2 April 1906 at 'Bisset's Rock', a short distance upstream from the ferry. A temporary trestle bridge with rail decking was completed by the end of June to allow work trains to convey building material while the permanent screw pile bridge was being erected. A hand-operated mobile crane was used to lift the screw piles into position whilst a steam-driven winch on the river's north bank provided the motive power for the capstan to drive the piles into the riverbed. By the end of September, the screw piles were in position and at year's end, the iron girders were in place. The Mzimkhulu Bridge was designed to carry road and rail traffic and was ready to take road vehicles by May 1907. Accordingly, on 2 September, the 2½ mile section branching off a short distance from the terminus on the north bank to South Shepstone (later Port Shepstone) was opened to traffic. Construction of the earthworks and track laying to Beach Terminus, 4 miles 11 chains, was carried out departmentally and handed over for maintenance on 9 December 1907. A survey was done for a further 3·6-mile extension to Marburg Commonage, but its construction was not sanctioned. No passenger or goods service appears to have operated from Port Shepstone to Beach Terminus from 1907 until the first section of the 2ft-gauge Alfred County Railway was opened in 1911.

In March 1908, a survey party that had just completed pegging out the Umlaas Road-Mid Illovo Railway was tasked with the preliminary survey for Alfred County Railway from Beach terminus to Murchison Flats. Because of the rugged and undulating terrain, the gauge was revised from 3ft 6in to 2ft 0in to save on construction costs. The fieldwork for the survey was completed in May. Plans and estimates of cost were prepared and submitted to Parliament for approval. Pegging the railway route was carried out from June to September, after which the survey party returned to Pietermaritzburg to complete the plans and sections. However, it was not until the end of September 1909 that the Natal Colonial Parliament sanctioned the construction of the 20¾ mile-long Alfred County Railway Extension from Beach Terminus to Murchison Flats (later named Paddock) under Natal Act No.6 of 1909, the Alfred County Railway Extension Act, 1909.

The railway authorised under the Act started at South Shepstone (Port Shepstone), the terminus of the 3ft 6in gauge railway from Durban and ended at or near the Farm "The Paddock" at Murchison Flats. From Beach Terminus, the route strikes inland, passing through the Marburg Settlement Lands, a fertile agricultural district developed by German and Norwegian settlers five miles from the coast, then through Zulu tribal land for about six miles and the remainder through fertile farmlands.

Construction commenced in January 1910. The 4 miles and 11 chains long stretch already built from Port Shepstone to Beach terminus was converted from 'Cape' to 2ft-gauge. Rising rapidly from the coast, the line embarked on a continuous climb on a maximum gradient of 1 in 37.7 to within four miles of Murchison Flats. However, the scarcity of labourers and the difficulty of obtaining wagon transport caused by the outbreak of tick fever significantly slowed the progress of construction. Delays in the delivery of permanent way material and rolling stock further retarded the completion to Murchison Flats Station until November 1911.

ALFRED COUNTY RAILWAY

Extension opened

Paddock, Nov. 7, 1911 (special) The Alfred County Railway extension was successfully opened today by Mr Sangmeister, MPC, on the arrival here of the first train at noon.

There was a large gathering from the surrounding country, besides the number who journeyed out from Port Shepstone settlement and over 60 who entrained at Izotsha. The children turned up in full strength also the Cadets.

Sports were indulged in by the children. After refreshments had been served out to them, which were kindly provided by the Committee, the luncheon was held in a special structure, erected from wattle wood, typical of the industry of the flats. Covers were laid for 120 guests, and luncheon was served in Caterers' best style.

The toast comprised "The King" proposed by the Chairman, Mr Sangmeister, who said that we in this part of Natal claimed to be as loyal to the Throne as those of any other part of our great Empire.

The toast of "Our Guests" was proposed by Mr E Zerau and responded to by Mr Armstrong, RM.

Mr Kirkman proposed "Our Railway" coupled with the names of Mr Head and Mr Bateman.

Mr Head replied for himself and his colleagues, especially remarking upon the first-class country around and ahead of the terminus.

Mr J F Rethman, in proposing "Our Black Wattle Industry", urged upon farmers to grow their trees from seven to nine years before cutting, as it greatly increased the results. He mentioned that a portion of the Alfredia Wattle Estate had produced five tons of bark to the acre.

The whole function was highly successful, and although rain threatened, it held off till the return journey was begun at 4:30 pm.

STATIONS, HALTS AND WATER STOPS

Distance from Port Shepstone Altitude (feet)

Boboyi siding (Oslo Beach) 2 miles 50 chains‡ 43

Beach Terminus 4 miles 11 chains‡ 37

Izotsha 7 miles 79 chains 329

Mongulu (Mangqula) 10 miles 19 chains *644

Bomela 14 miles 7 chains 867

Water Halt 15 miles 44 chains ±919

Renken 17 miles 51 chains 1161

Success Halt 20 miles 37 chains 1484

Plains 21 miles 48 chains 1524

Murchison Flats (Paddock) 24 miles 15 chains 1685

‡ The Small Scale Gradient Section, SAR Port Shepstone-Harding, dated August 1970, shows Boboyi Siding about 14 000ft (±2 miles 50 chains) from Port Shepstone and Beach Terminus about 21 500ft (±3 miles 65 chains). Timetable distances shown as 3 and 4 miles, respectively.

(* approximately 442ft on Google Earth)

(± Calculated from 1:50 000 topographic map 3030CD)

In the meantime, the Union of South Africa was proclaimed on 31 May 1910, which brought 7 038¾ miles operated by the former colonial railway systems (Cape Government Railways, Natal Government Railways and Central South African Railways) under the management of the newly constituted South African Railways and Harbours.

The 51½-mile extension from Paddock to Harding was surveyed in 1910 and authorised for construction under Union Act No.23 of 1913. Initially estimated to cost £159 367, it was later revised to £144 292. After a resurvey of the route was completed, construction was started in March 1914. By December, the earthworks had progressed for 21 miles, while bridges and masonry were finished over 14 miles. Plate-laying began on 25 January 1915, and the 12-mile section through the spectacular Wilson's Cutting was taken into use to Izingolweni (Ezingolweni*) on 16 August 1915.

(*Originally Izingolweni, then changed to Ezingolweni on 9 January 1916 and reverted to Izingolweni on 1 May 1916)

STATIONS, HALTS AND WATER STOPS

Distance from Port Shepstone Altitude (feet)

Murchison Flats (Paddock) 24 miles 15 chains 1685

Alfred Wattle Co. Private siding 27 miles 42 chains 1850±

Sources siding 29 miles 45 chains 1850±

M’beni Halt 30 miles 46 chains 1953

Otterburn Halt 31 miles 61 chains 1852

Cenam Halt 34 miles 50 chains 1913

Ezingolweni (Izingolweni) 36 miles 19 chains 1906

(± approximate altitude calculated from contours on 1:50 000 scale topographic map 3030CC)

Following the opening to Izingolweni, further plate-laying was suspended on 19 May 1915 when locomotives and rolling stock employed on construction trains were withdrawn and redeployed in South West Africa during the war effort by the South African Defence Force. However, soon after the cessation of hostilities, locomotives and rolling stock were returned in April 1916 from South West Africa, work resumed to finish the 39 miles 51 chains long stretch of line from Izingolweni to Harding. The rails reached the terminus on 15 November; after that, ballasting and the erection of buildings followed, with all work completed by the beginning of March 1917. The Administrator of Natal, the Hon. J C Smythe officially opened the railway on 5 March 1917. The April 1917 issue of the SAR & H Magazine, on page 303, reports on the opening:

New Natal Railway

PADDOCK – HARDING LINE OPENED

The new railway to Harding was opened on the 5 March by the Administrator, the Hon. C J Smythe.

The Administrator arrived at noon by special train, the railway station being elaborately decorated for the occasion with flags and bunting, and there must (reports the Natal Mercury) have been quite 600 persons present when the first train with the Administrator steamed into the station.

The Administrator, in his remarks, said he was very much impressed with the Harding District. He had just journeyed up from Cape Town by rail, and throughout the whole journey, he had not seen so much progress made in agriculture in such a small area as in the Harding district. The Harding district had a great future, and he hoped the farmers and others would send away so much that it would be necessary for the line to be altered to standard gauge. In no country in the world were there so many miles of railway in proportion to the population of European descent as there were in Natal. For every 10 000 European inhabitants in Natal, there were 119½ miles of railway, and taking the Union as a whole, it came out third with 70½ miles of railway for every 10 000 European inhabitants, which showed that the railways are keeping well ahead of development.

After refreshments had been partaken, an adjournment was made to the cricket ground, where a free luncheon was provided for all. All European children were treated to a ride on the train at noon and taken a distance of about seven miles. At 2 pm, hundreds of children were given a free luncheon on the cricket ground, and children's sports were held throughout the afternoon.

A dance was held in the Alfred Theatre in the evening, which was largely attended.

The chairman of the Harding Local Board entertained the engineers and visitors at a dinner at the Central Hotel the same evening.

A menu of the dinner, which was signed by all present, was sold by public auction by Mr F C Hollander in aid of the Durban Huts and raised £11 6s. The sum of £31 10s. was raised altogether in aid of the Huts at Durban, and £18 for the Fresh Air Fund.

Mr F C Hollander, MEC, made an excellent speech at the dinner and ended with a most eloquent appeal to support the Huts in Durban. Every person at the dinner contributed 10s.6d in support of these institutions.

The construction of the new line between Paddock Station and Harding was commenced in April 1914. The length of the line from Paddock is 51½ miles, making a total length of 76 miles from Port Shepstone. The township of Harding, which is the capital of the Alfred Division, is situated two miles from the East Griqualand border, 13 miles from the Pondoland border, 37 miles from Kokstad, and 51 miles by road from Port Shepstone. The township is prettily situated at an altitude of 2 982 feet above sea level and is completely laid out with broad streets, and possesses an excellent water supply. The population of the township is Europeans 200, Griquas 200, natives 300.

The severest grade in the line journeying up from Paddock to Harding is 1 in 40*, and the severest grade from Harding to Paddock is 1 in 60. The sharpest curve is 198 feet in radius. (Actually, 1 in 37∙7)

The following are the halts and sidings between Isingolweni Station and Harding: Ridge Halt; Bookers Siding; Antioch Siding; Enqabeni Siding; Celeban Siding; Hughenden Halt; Bongwan Siding; Shaw's Halt; Ihluku Siding; Egwapa Halt and Wetherby Siding.

The construction staff was Messrs J F Fleming, Resident Engineer, W G Small, W M Mickleburgh and D Getz, Assistant Engineers; and the contractor for laying the rails was Mr R P Martell.

The current train service is as follows: Train departs from Isingolweni at 6:20 am and arrives at Harding at 11:25 am. The train departs Harding at 12:45 pm and arrives at Isingolweni at 5:25 pm. Persons journeying from Maritzburg or Durban to Harding and vice versa have to sleep the night at Isingolweni [sic].

STATIONS, HALTS AND WATER STOPS

Distance from Port Shepstone Altitude (feet)

Ridge Halt 39 miles 2123

Booker Siding 41 miles 46 chains 2066

Antioch Siding 46 miles 2328

Enqabeni Siding (Nqabeni) 47 miles 3 chains 2316

Quarry Siding (Gindrah) 49 miles 53 chains 2100◊

Celeban Siding (Celebeni) 51 miles 2125

Hughenden Halt 55 miles 47 chains 1819

Bongwan Gas Springs 58 miles 28 chains ----

Bongwan Siding (Bongwana) 59 miles 13 chains 1899

Water Halt 60 miles 20 chains 1900

Fingal 63 miles 24 chains 2240

Shaw’s Halt (Shores) 65 miles 2440

Ihluku Siding (Hluku) 67 miles 30 chains 2480

Eqwapa Halt (Kwapa) 69 miles 32 chains 2450

Wetherby Siding 71 miles 42 chains 2602

Harding 75 miles 64 chains 2885

The highest point on the line, near milepost 75, is ±2960ft observed on Google Earth Imagery.

(◊ Calculated from contours on 1:50 000 topographic map 3030CA)

(Distances in miles and chains from 1956 WTB)

MOTIVE POWER

In 1911, two tank locomotives with a 4-6-2 wheel arrangement were ordered from Kerr, Stuart & Co. Stoke-on-Tent, England, for use on the Alfred County Railway (Port Shepstone-Harding). These locomotives were the first 2ft 0in-gauge locomotives ordered by the newly constituted South African Railways. Assigned SAR road numbers NG No.10 and No.11 (works numbers 1207-1208); these locomotives were an upgraded version of the earlier 1906/07 NGR Class N 4-6-2T (SAR Class NG3) supplied by Hawthorn, Leslie & Co. They had a more prominent, modified boiler design to accommodate a larger firebox and pitch centred at 4ft 9in above the rails. Most parts were interchangeable between the Hawthorn, Leslie and Kerr, Stuart locomotives. No.10 was placed in traffic in September 1911 (in time for the official opening of the first section from Port Shepstone to Paddock on 8 November) and No.11 in September 1912. The overall weight of these locomotives in working order was 29 tons 14 cwt with a power rating of 8 183 lbs at 75 per cent boiler pressure. As side tank locomotives, the operating range on the steeply-graded section from Beach Terminus to Plains required spacing water tanks every 5 miles. The gradient profile shows a gradient of 1 in 37∙7 near milepost 15 between Renken and Bomela.

A subsequent order for two was placed in September 1912 with Kerr, Stuart & Co., resulting in the delivery of numbers NG No.12 and No.13 (works numbers 1294 & 1295). The two locomotives were placed in traffic on the Umlaas Road-Mid-Illovo Branch in April and May 1913, respectively. A third-order placed with Kerr, Stuart in June 1913 (works numbers 1342-1344) saw NG Nos.14 and 15 allocated to the Port Shepstone-Harding Branch in July 1914, while No.16 went to the Estcourt-Weenen Branch. The engines were rated at 8 183 lbs tractive effort at 75 per cent boiler pressure and weighed 29 tons 14 cwt in full working order. By the mid-1920s, two NG locomotives, Nos.11 and 16, had migrated to Estcourt.

Following the introduction of the SAR's locomotive classification system in 1912, the letters NG were prefixed. In the late 1920s, the SAR implemented a system of grouping the narrow-gauge locomotives into classes that saw the Kerr and Stuart side tanks designated Class NG4.

After the occupation of former German South West Africa by the Union Defence Forces in 1915, NG No.12 was transferred to the SWA Defence Department to supplement a shortage of motive power. It was subsequently returned to Natal.

Of the first generation of narrow-gauge Garratts, NG/G11 No.53 last operated on the Port Shepstone-Harding Railway in the 1950s, photographed in 1953 at Plains hauling a 'down' passenger train; after that, it was reported working at Port Shepstone in 1954 before being taken out of service and scrapped in June 1959. According to the locomotive allocation records received from Leith Paxton, NG/G12 No.56 worked on the Port Shepstone-Harding Railway between 1950 and 1952.

Following the allocation in 1938 of the more powerful NG/G12, NG/G13 and NG/G16 Garratts, the tank locomotives were made redundant and sold to private railways. Leith Paxton's records show that locomotives Nos. 11 to 15 were sold between 1935 and 1942, while the last remaining NG4, No.16, was relegated to shunting duties at Port Shepstone (photographed in July 1954) before being sold in July 1956 to Surtees & Sons acting as agents for the Rustenburg Platinum Mines.

TRAIN SERVICES

Travel writer T V Bulpin's description of the journey:

"It's stops, starts, hesitations, reversals, shunting, heaving, and squealing of brakes .... resembles the love life of a nervous spinster."

Travelling by passenger train in 1912 from Durban to Paddock took around 9 hours: Train 418 left Durban at 6:17 am to arrive at Port Shepstone at 11:55 (there was a 22-minute stop at Kelso Junction from 9:10 to 9:32 for refreshments). The connecting service to Paddock left at 12:20 pm and arrived at Paddock at 3:22, a total distance of 104 miles. The return journey from Paddock started at 8:50 am, arriving in Port Shepstone at 11:12, allowing enough time for lunch before the connecting service to Durban departed at 12:40 pm, arriving in Durban at 5:40 pm.

Following the railway's completion to Harding in 1917, the passenger service was as follows: departure from Izingolweni was at 6:20 am, and arrival at Harding at 11:25. The return train departed Harding at 12:45 pm and arrived at Izingolweni at 5:25. Persons journeying from Pietermaritzburg or Durban to Harding and vice versa would have to stay overnight at Izingolweni. By 1923, the all-stops passenger train barely averaged 10 miles an hour to cover the 76 miles from Port Shepstone to Harding in 7 hours and 47 minutes! But by comparison with 1956, WTB does not indicate shorter times for the entire journey Port Shepstone - Harding up was 10 hours 5 minutes and was 9 hours 34 minutes. However, by 1956 the SAR were running only mixed trains, whereas this 1923 timing is described as a passenger train. Mixed trains carried heavier loads than passenger trains and did shunting along the route.

Although the railcar passenger service introduced in November 1926 considerably cut the time taken for the journey, it appears it was not well supported and was consequently withdrawn in 1930.

Passenger services between Port Shepstone and Harding were withdrawn following the running of the last mixed train on Saturday 6 June 1964 and replaced with road motor transport. About ten years later, converted covered trucks and guard vans were attached to scheduled 'Tranship and Pick-up' (T&P) trains to carry passengers to and from Port Shepstone to Izingolweni.

A special thank you to Yolanda Meyer at the Transnet Heritage Library for finding this fascinating document.

MOTIVE POWER ALLOCATIONS 1965, 1970, 1973 AND 1976

Before the advent of road transport, the railway was greatly beneficial to the farming community for transporting agricultural produce, timber and later bananas and sugar cane.

The locomotive allocation at Port Shepstone shed listed in the May/June 1965 No.3 Newsletter of the South African Railway and Photographic Society were as follows:

NG/G13 No.49 (HM 10598/1928)

NG/G13 No.50 (HM 10599/1928)

NG/G13 No.60 (HM 10551/1927)

NG/G16 No.87 (SJC 3267/1936)

NG/G16 No.88 (SJC 3268/1936)

NG/G16 No.116 (BP 6926/1937)

NG/G16 No.137 (BP 7862/1958)

NG/G16 No.138 (BP 7863/1958)

Seen at Port Shepstone shed by Peter Bagshawe 17 April 1970:

NG/G13 Nos. 49 & 50

NG/G16 Nos. 88, 116, 130 (BP 7431/1951), 137, 138, 141 (BP7866/1958), 142 (BP7867/1958),

154 (HT 3899/1968), 155 (HT 3900/1968), 156 (HT 3901/1958).

Following the introduction in 1973 of 20 Class 91 diesel-electric locomotives on the Avontuur line, five of the six remaining NG/G16 Garratts at Humewood Road depot were transferred to Natal, four of which were allocated to Port Shepstone:

NG/G16 No.110 (BP 6920/1937)

NG/G16 No.111 (BP 6921/1937)

NG/G16 No.127 (BP 7428/1951)

NG/G16 No.128 (BP 7429/1951)

while No.109 (BP 6919/1937) went to Umzinto.

The locomotive allocation on 9 April 1976 on the Port Shepstone-Harding Railway, listed in the June issue of SA Rail:

Port Shepstone: NG/G13 Nos.49 & 50.

NG/G16 Nos.88, 110, 111, 137, 141 and 142 .

Shunting: NG/G13 No.49.

Stored: NG/G13 No.50 (with cab plates removed)

NG/G16 No.88, damaged cab, awaiting repairs.

NG/G16 No.137, cab removed, awaiting transport to works.

Harding: (observed on 11 April):

NG/G16 Nos.130, 154, 155 and 156.

Working on the line: NG/G16 Nos.116, 125, 127, 128 and 138.

NG/G16 No.110 was painted blue and sported the name 'Blou Swaan'.

(Noted in the December 1977 issue of SA Rail/SA Spoor)

Abbreviations for locomotive builders:

BP: Beyer Peacock & Co. Ltd, Manchester, England.

SJC: Société Anonyme John Cockerill, Seraing, Belgium.

HM: Hannoversche Maschinenbau AG (Hanomag), Germany.

HT: Hunslet Taylor Consolidated (Pty) Ltd, Johannesburg.

DESCRIPTION OF THE TRIP FROM

PORT SHEPSTONE TO IZINGOLWENI 5 FEBRUARY 1978

A detailed description of the trip from Port Shepstone to Izingolweni on the 'The Mae West Line'* by Dave Lawrie was published in the April 1978 issue of SA Rail/SA Spoor. (*so-named because of its "luscious curves, drapes itself wantonly over the hills and gorges as it climbs from the sea to the rich timber and sugar farming country around Harding"!) Here is an excerpt of his journey on train No.1782, 'The Waysider' (the scheduled T&P) booked to run from Port Shepstone to Harding on 5 February 1978:

"Our train departed from Port Shepstone at 07:00, headed by NG/G16 No.142 (Beyer Peacock 7867/1958). The make-up was seven empty B's and DZ's, one timber truck, one OZ and the guard's van, type V5. The latter had one 3^rd class and one 2^nd class compartment and the guard's compartment.

For the first 7 km, the line followed the seashore with almost no curves. Then, we crossed the Izotsha River by a fine old girder bridge of the old South Coast Line before its realignment. In fact, this section reminded me very strongly indeed of the South Coast Line of yesteryear with its freedom of poles and wires and the steady beat of a Garratt upfront. Next, we passed the now disused siding of Beach Terminus, where Dawn View Hotel is situated right next to the track. Shortly after Beach Terminus, the formation changed dramatically with a sharp right-hand curve; the train, now headed away from the sea, passed under the main road and, with a series of spectacular and extremely tight curves, began the climb to Izotsha. And climb we did, gradients of 1 in 38, 1 in 40 and 1 in 45-56 were commonplace.

The surrounding scenery was as spectacular as the formation. We arrived at Izotsha (12 km) at 07:35 and, after taking water and cleaning the fire, departed at 07:45. After that, we headed through the cane fields on a further series of impressive curves and on gradients of 1 in 38. As we approached Bomela siding, the countryside became very hilly; this topography and the African settlements in the valleys reminded one of the 'Valley of a Thousand Hills'.

Bomela siding was reached at 08:15 – again taking water and cleaning the fire. Our departure at 08:25 was extremely interesting, as this siding is situated in a sharp curve with a ruling gradient of 1 in 40. We were expecting some 'slip', but driver van Wyk got us on the move as effortlessly as if we were on a straight down-grade. From Bomela to Renken siding, the scenery and formation was even more interesting than the Beach Terminus – Izotsha section. However, approaching Renken siding, passed at 08:40, the country began to flatten out, and the 15 kph speed restriction boards became fewer. Hereabouts the line runs through great sugar cane fields, and on the 24-inch gauge, one could well imagine oneself on a 'cane railway' were it not for the relatively heavy rail and the Garratt ahead of us.

At 09:00, we arrived at Plains Station – yes, I said "Plains" – not Plains, Ga, USA but Plains, Natal, RSA. As the name board proclaims, this station is situated "22 miles from Port Shepstone and 1 524 feet above sea level". The old name boards, all strictly following the old imperial measurements, are incidentally another characteristic of this unique line. Many of the boards we saw were pre-metrication days, which greatly added to the pleasure of our journey. After some shunting operations – drop one DZ, pick up one of the same, we pulled away for Paddock Station, which we reached at 09:20. Here, we crossed Train No.1799, which was running late, headed by NG/G16 No.110. This locomotive is painted dark royal blue and is very well turned out.

After cleaning the fire, taking on water and some shunting, we left Paddock at 09:35 and headed westwards through the gently rolling cane fields. At about 10:00, we reached a section of the line known as 'Wilson's Cutting' – there is nothing like them on the whole of the SAR system. Firstly, we passed without warning through a 20-metre deep cutting, and then we followed a near-level trace that clung to an almost sheer sandstone face for perhaps 2 km. On our right was a vertical 100-metre wall of rock, whilst on the left – nothing – nothing barring African settlements 300-metres below.

What a line! There is nothing but nothing in the country to match it. In my opinion, it is more spectacular than Lootsberg or the Outeniqua. Incidentally, the cutting is named after a certain Mr Wilson, an early motorist, whose car left the road above the cutting, shot into space and landed 350 m below the railway line.

As our train took the last curve, I looked behind our van and noted the formation behind us – yes, there was a guard rail on the outer curve – the SAR do not use them without good reason. A steady downgrade lay ahead as we left the cutting, and we passed the section's highest point. Notwithstanding Wilson's Cutting – Izingolweni down-grade, our train still encountered drama – shortly after leaving the cutting, we leaned out of the van after hearing the whistle cord pulled for some time – cattle on the line! A regular occurrence, we understand.

Incidentally, we found the Wilsons Cutting-Izingolweni section one of the best localities for line-siding as it is completely clear of trees, cuttings and other photographic obstacles. At 10:30 sharp, we arrived at Izingolweni (59 km, altitude 587 m). Our opposite number – Train No.1783 behind NG/G16 No.116 awaited us.

Here is the working back to Port Shepstone:

The Harding loco that hauled Train No.1783 is coaled at the local stage, with fire-cleaning and watering. After that, she and her crew took over our load (Train No.1782) for the run-up to Harding. The loco from Port Shepstone does not take on any coal but replenishes her water tanks and then takes over Train No.1783 for the run back to Port Shepstone. In both cases, the train crews stay with their respective locos. After changing over from one van to the other, we awaited the departure of our train, which had the following make-up: 11 Bs, 3 DZs, 2 ST1s, 1 OZ and the guard's van. The leading 16 trucks were fully loaded with timber, so we had a hefty load for NG/G16 No.142 (probably over 300 tons*).

[*1956 WTB gives 240 tons for down trains and 172 for up trains.]

Driver van Wyk checked each bogie's brakes (with good reason), and off we steamed, coal bunker first now at 11:40 am. Incidentally, from what we saw of the working of this line, the Harding-bound locos run chimney first, while coal bunker-first working is the rule in the opposite direction. As the Izingolweni – Wilson's Cuttings had a gradient against us, we heard some fine stack talk from No.142 as she hauled a capacity load around the great sweeping curves. After the cuttings, we more or less drifted down to Paddock, where we took on water, cleaned the fire and waited to cross Train No.1784 headed by NG/G16 No.E138. Unfortunately, train No.1784 was delayed due to a branch blocking the track near Plains Station. In due course, the train arrived, and we went off at 12:15 and continued the descent through Renken without stopping. Between this point and Plains, an isolated 1 in 32 gradient post was spotted. We stopped at Bomela at 13:15 for water and fire cleaning. Departure from Bomela was at 13:22 and duly arrived back at Port Shepstone at 13:45.

In summary, the round trip of 118 km was completed in 6 hours and 45 minutes, including all stops, giving an average speed of 17 km/h.

Our thanks go to Mr Nielson, the loco foreman, Mr Varty, his number two, the passenger superintendent, driver van Dyk and his fireman who handled No.142 so well, and finally to our friend 'Dawie', the guard."

Although scheduled passenger services were discontinued in 1964, the guard's van attached to the scheduled 'Tranship and Pick-up' (T&P) trains provided limited 3^rd class passenger accommodation. Tickets to catch a ride in the 1970s were issued to railway enthusiasts at the discretion of the passenger superintendent at Port Shepstone, providing the prospective passenger had a valid Official Indemnity Form.

Locomotives noted at Port Shepstone on 5 February 1978:

NG/G16 Nos.88, 110, 111, 125, 127, 128, 130, 137, 141, 154, 155 and 156.

NG/G16 No.138 was on two 'hotbeds' with the cab and chimney removed, awaiting transport to the Pietermaritzburg Mechanical Workshops for overhaul.

Normal working in 1978 was four return workings daily between Port Shepstone and Harding, with the PWI trolley following the last train. Usually, there were no trains on Sundays, although allowance was made for one working in each direction if traffic demands warranted it. Traffic control was with tablet and orders system. The WTB gave it in 1956 as "wooden train staff and paper tickets". Water tankers were used on the Port Shepstone-Harding Line because of a seasonal water shortage. They were dispensed with after Izotsha, Bomela and Paddock were connected to the South Coast water reticulation system.

By 1983, there were six daily return workings on weekdays from Port Shepstone to Harding. At the time, the locomotive allocation for Harding was NG/G16 Nos.88, 111, 116, 129, 142 and 154.

The steam locomotive allocation at the Port Shepstone depot on 31 October 1983:

NG/G13 No.49.

NG/G16 Nos.88, 110, 111, 116, 125, 127, 128, 130, 137, 138, 141, 142, 154, 155 and 156.

THE 'BANANA EXPRESS'

This tourist passenger service was started in January 1981 by John Tack, Director of South Coast Publicity, with encouragement from the local Round Table, one of whose members was Gerald Varty, SAR/SATS Technical Superintendent at the Port Shepstone depot. Passenger accommodation on two converted type G wagons provided seating for 25 passengers and attached to Train No.1952 between Port Shepstone and Izingolweni upon request. Departure was timed for 07:15 to fit in with scheduled freight workings, making the return journey of eight hours a pretty long day. In February 1981, NG/G16 No.110 (BP6920/1939) was transformed from its rich blue to a light green livery for hauling the 'Banana Express' and kept in immaculate condition by the shed staff.

In 1982, composite coach/van No.29 from Weenen was based at Port Shepstone and attached daily to Train No.1952, departing Port Shepstone at 07:00. The converted type G trucks were only used as and when required.

The 1985 Port Shepstone-Harding locomotive allocation was as follows:

NG/G16 Nos.85, 88, 110, 111, 114, 116, 125, 126, 127, 128, 129, 130, 137, 138, 141, 142, 154, 155 & 156.

Staged: Nos.88 (in Brunswick Green livery), 110, 128, 138 and 141.

Nos.85, 114 and 129 were recently transferred from Umzinto.

Also noted in the 'Round and About' column in the 1985 Sep/Oct issue of SA Rail under 'Omen of the future', it was reported that SATS officials had recently visited Harding to sound out the train crews where they would like to be transferred to after the railway's closure.

The locomotive allocation at Port Shepstone on 22nd March 1986, as reported by Dick Manton:

On Shed active:

NG/G16 Nos.88, 110, 116, 131, 138, 139, 142, 143, 149, 151.

On Shed staged:

NG/G16 Nos.114, 125, 128, 129, 130, 141, 154.

Rostered for work on 22 March 1986:

Departing 03:46 No.110

Departing 07:20 No.88

Departing 09:43 No.142

Departing 19:40 No.151

Shunt No.139

NG/G16 No.143 was reported loaded on two Cape gauge trucks "for shipment" and was still in Port Shepstone on 24 May.

After the axing of the Estcourt-Weenen Railway in 1983, the Umlaas Road-Mid Illovo Railway in 1985, the Umzinto-Donnybrook Railway and Union Bridge-Madonela branch in 1985/86, the Port Shepstone-Harding Railway was the last of Natal's narrow-gauge railways to fall victim to the consequences of the 1977 road transport deregulation. It soldiered on until July 1986, when South African Transport Services (SATS) announced the closure of the railway giving three months' notice. A key factor was the decline in timber traffic, which fell from 140 000 tonnes in 1982 to just 44 000 in 1986. The staple traffic consisted mainly of agricultural produce, sugar cane, fertilizer and timber throughout the railway's existence spanning eight decades. Much of this traffic was lost over the years to competition from road transport. Some R20 million was spent by the Natal Provincial Roads Department upgrading the National Road (N2), which follows a more direct route between Port Shepstone and Harding. Road transport was handed an unfair advantage over the railway by upgrading the highway: it could provide a faster service over 80 kilometres of well-engineered bitumen compared to 122 tortuous kilometres of severely speed-restricted steel rails.

The last revenue-earning train ran on 31 October 1986. One 'last' train, the 'Banana Express', ran for local staff on Saturday, 1 November. The following week all remaining wagon stock was collected along the line and brought down for storage at Port Shepstone yard.

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References:

Annual Reports of the South African Railways and Harbours.

Cab-side plates of the SAR NG/G 13 by W. Garratt Bucher and Robert L. Bucher III.

Colony of Natal, Natal Government Railways, Reports on the Alfred County Railway by the Engineer-in-Chief and Superintending Engineer, 1902.

Girdlestone, P, 'Here be Dragons. A journey with Steam to the End of the World', Camden Miniature Steam Services, 2017.

Manton R & Payling D, 'Guilding the Lily', Continental Modeller, August 2010.

Natal Branch of the RSSA Newsletters 1982-1986.

Natal Province Descriptive Guide and Official Hand-Book, 1911.

Newsletter of the South African Railway & Photographic Society and Railway Society of Southern Africa, various issues 1961 – 1974.

Payling, D, 'Garratts & Kalaharis of the Welsh Highland Railway, Ffestiniog and Welsh Highland Railways', 2012.

SA Rail, news reports, various issues 1974 - 2020.

The South African Railway Magazine 1906-1915

The South African Railways & Harbours Magazine 1916-1967

Natal Government Railways Magazine 1905-1907.

MOTIVE POWER

Motive power diagrams, providing the technical details, will feature in part 26.

PORT SHEPSTONE LOCO SHED

ALONG THE LINE FROM PORT SHEPSTONE TO HARDING

And that brings to a close the chapters of 'Soul of a Railway' covering the government-owned narrow-gauge railways in Natal.

But the Port Shepstone-Harding Railway story does not end here; it continues as a new entity in Part 25 under the Port Shepstone and Alfred County Railway (shortened to Alfred County Railway, ACR).

Following the cessation of operations on 31 October 1986 of the Port Shepstone-Harding Railway, Allen Jorgensen, a well-known professional photographer and industrial communications consultant, joined forces with Charlie Lewis, a SAR/SATS senior civil engineer and lifelong railwayman, to create an organisation to restore the railway.

On 19 August 1986, the Alfred County Railway Committee was formed in Harding to restore the railway. A letter from the Committee was forwarded on 7 October to the Minister of Transport Affairs, Hendrik Schoeman, the Railway Board and the South African Transport Services (SATS) management outlining the business plan to operate the railway as a commercial enterprise. However, it took 14 months of negotiations between the Alfred County Railway Committee and South African Transport Services until an agreement was signed on 3 December 1987 to bring the plan to fruition.

Continued in Part 25 …