Beaconsfield South - Orange River

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, Bruno Martin, Andrew Deacon, Peter Stow, Eugene Armer and Sandy Buchanan.

Bruno's detailed map tells you all you need to know about the geography of the Steel Kyalami. Except perhaps for one thing pointed out by our director Les: with the frequent reference to ‘Up Main & ‘Down Main’ which is obviously in conflict with the topography, for the benefit of overseas readers this was inherited from Cape Government Railway (CGR) days when all trains heading for the Cape ran ‘UP’ to Cape Town – mimicking the British situation with London!

A GOOD TIME TO BE ALIVE AND WORKING ON THE CAPE NORTHERN SYSTEM

From late 1973 the Bloemfontein-Noupoort and Burgersdorp main lines were diesel. A year later Bloemfontein-Kroonstad was poled. That left Kimberley-De Aar and Bloemfontein-Kimberley. Soon it dawned that these were the last steam-operated heavy-duty main lines in the western world. Not only that but they would generously give almost two decades more of pure enthralment. There were a few diesels but never enough to spoil your day. From System Locomotive Superintendent Yspeert in Kimberley, Loco Foreman Watson at De Aar, the fitting staff, footplatemen and lowly labourers, at that time the spirit amongst those associated with steam was immense. It seemed to be a top-down situation. Once/month at the System Manager's indaba each head of department presented its financial performance. To the consternation of those opposed to steam (of whom there were many), month after month the ratio of unit costs was 1:2:3* in favour of steam. This included locomotives already sixty years old – the 12As!

* Rands/ton km of traffic moved. Which do you think came 2nd and 3rd? (answer at the end of this section)

Your editor has sifted through thousands of photos of trains for this chapter. In his view, this one fits the narrative in the most extraordinary way. It depicts 105-down, the northbound Rhodesia Mail soon after ripping Witput apart on a perfectly calm winter's morning, the lazy S of its exhaust reflecting the long reverse curve to the south. It is simply a beautiful photograph, no other description necessary. Its author, David Fleming, wins our trophy for the finest photograph, ever, of a train on the Steel Kyalami.

Here is his modest account of how the picture came about: "On a bitterly cold, still morning in July 1976 my wife and I were up well before sunrise to see the northbound Rhodesia Mail. We walked along the cutting top to the end of the cutting and waited. There was a lot of traffic around that morning including a troop train in each direction. From the south came the gradually increasing sound of a loco hard at work, and we watched the smudge of smoke as it drew close. The whistle at the level crossing by the hotel was clearly heard by which time the staccato sound of the exhaust was loud. 3480 Susie came pounding through the cutting. There was lovely glint as the train passed on its way to Belmont. The smoke hung perfectly for a long way back, following the curves in the track. By the time we were back at the hotel the signals in both directions were off, while the smoke still hung in the still cold air."

OUR TAKE ON HOW THE STEEL KYALAMI GOT ITS NAME

'Kyalami', the Grand Prix circuit has been in use since 1961 but it is not known for sure when it came to be associated with the main line between De Aar and Kimberley. There are two theories, the first perhaps more likely:

Fifteen years before David Fleming made this terrific photo of the Down Rhodesia Mail having just taken Witput apart, a serious injury to a shunter in the marshalling yard at De Aar set the stage for the fastest ever recorded run on what became known as "The Steel Kyalami". A few years later the driver of the train, Mr D M Muller was promoted to the post of Locomotive Inspector at Worcester (Cape) where the legendary historian of the Cape Town branch of the RSSA, the late Garrett Orpen, interviewed him about his record. Below is a copy of Garrett's original typescript of his interview with driver Muller (the accurate date is missing but it was in 1961). It should be mentioned that Garrett himself was a career-long railwayman, so he would have realised the significance of the achievement.

The second theory is that it came from the footplate crews themselves (especially) JJ Matthee who hailed from Riversdale on the NCCR where his maximum velocity would seldom, if ever, have exceeded 45 mph and Dirk 'Swart' Koekemoer whose previous home depot was Mason's Mill where even 35mph demanded supreme concentration.

In 1972 relaying between Klerksdorp and De Aar with 57kg/m (115lb/yard) rail was completed. The speed limit between these points was raised to 110kmh but this only applied to airbraked trains, which automatically precluded steam. However, both condensing and non-condensing class 25s had high-capacity ejectors which gave them good stopping ability (but still nowhere near as good as compressed air).

No sooner had the speed limit been raised than steam drivers decided it applied to them as well. Logs of interesting runs began to appear so by the time I took up the post of Cape Northern's track engineer in 1978 there were rumours that speeds of 120kmh+ were common. I decided to check this out.

As part of my duties it was required of me to do footplate inspections of the main lines twice/year and branch lines once every 12 months. The last steam main line on SAR, Kimberley-De Aar, needed to be inspected once/month (!). Soon I found myself on the footplate of 3439 “Zambezi”, the regular engine of JJ Mathee, who had a reputation for arriving on time. On that particular day Matthee had been called for 66-up, the Rhodesia Mail, which drew into Kimberley almost an hour late. It was a thrilling ride. It also taught me two things: the 25s got rough as they approached 115kmh, and, more concerning, good as the high-capacity ejectors were, from that speed they could not stop a 600-ton train within the regulation distance. We roared through Witput but just as we passed its downside distant Matthee threw out all anchors. He pointed ahead but I could see nothing. Seconds later the reason for his precipitous action became clear; the inter-block signal at Wigton (more than three miles ahead down 1/80) was red. How JJ had seen it was a mystery but even so it seemed an eternity for the brakes to take effect and we sailed past the block signal still obstinately showing red, coming to rest on the downgrade a furlong beyond it. Poor old JJ was distraught, he had just committed the worst offence a driver can commit short of an actual collision. He ran back to the telephone and by the look on his face when he returned he was in for it.

At that time the Operating Superintendent at Kimberley was one of the finest railwaymen I was ever privileged to work with: Hennie Engelbrecht. First thing next day I told him I had been conducting a test on the newly-relaid section down to the Orange River. He promptly scrubbed the matter before it came up at that morning's System Manager's indaba. JJ was best pleased and thereafter always made smoke for our pictures.

The late great J J Matthee and his 25NC 3439 'Zambezi' (which did not always receive his tlc). J J and his fireman - seen here in their SAR footplatemen's uniform, concentrated more on the total thrash aspect of their profession which didn't allow much time for cosmetics.

THE GALLERY

The pictures that follow come from contributors all over the world. One of the problems with this arrangement is providing authentic text so we've put each contributor's own words in italics (with the exception of your compiler - this allows him to take the heat for howlers.........).

1. A pair of rebuilt condensers racing past Beaconsfield South box in preparation for their assault on the 1/100 to Westphalia, in May 1979. Their train was 4070-up, a rostered doubleheader for Western Cape block loads – in this case, 1892 tons (nett) of power-station coal. The front engine was 25NC 3452 'Maria', second condenser to be converted (in 1973) and initially the only one to have a good-looking tender; done at De Aar by Alec Watson. Unfortunately after her next shopping c 1977 some Philistine decided she had to look like the rest.

2. During his tenure at Kimberley, Yspeert's message never changed: steam was saving the Cape Northern millions each year. Eventually the message sank in at head office and the CME was obliged to take notice. He duly authorised tests to be carried out on 19D 2644. The engine was converted to gas producer combustion at minimal cost and showed fuel savings of >20%. This lead to the comprehensive rebuilding of 25NC 3450 under the direction of David Wardale, a disciple of Dante Porta, the first engineer to successfully apply GCPS to locomotives in Argentina (Wardale's account of the conversion of 3450 is graphically described in his “The Red Devil and Other Tales”).

This stirring study of the 'Red Devil'* working the Orange Express on 13 July 1982 was certainly memorable for the photographer. He recalls “I was standing at the top of the stairs at Beaconsfield South cabin, waiting for the westbound Orange Express to pass. This was my first encounter with a steam-hauled express on the 'Steel Kyalami', and to say I was surprised as the train shot into view is an understatement. The speed at which it was travelling was the first surprise, but so was the motive power, this being the first occasion I had cast eyes upon 3450, having only emigrated to the country a few weeks earlier.”

*At this time #3450 was most appropriately named 'Dante Porta'. Unfortunately most railwaymen had never heard of the greatest steam engineer of his generation so 'Red Devil' stuck.

3. 4070-up was receiving orders from the signalman at South Cabin while already wound up for the Westphalia bank (or Wimbledon bank as it still was then). This was early in 1968 during a prolonged period when almost every prospect of the main line was constantly evolving. In those days it seemed that SAR's traffic growth would never end. Note the 40ft-long, 96lb/yard rails (not considered ready for 110kmh!) and the splitting home signals before the third arm was added which granted wrong-road access to the south departure yard.

Opened in 1885 this section of the Cape Main Line was single until 1965; in which year the concrete spans for the new down main over the Modder River were completed.

4. Some freights departed from Beaconsfield South yard, as in this case, which involved crossing over (and obstructing) the down main line. Note the third arm added since the previous photo, giving access to Beaconsfield South departure yard which meant that the lowest signal should have had a 'wrong road' type arm (flat cross with a blue lamp at night). May 1981.

5. Sometimes 4070-up would depart from Beaconsfield South yard, as in this case, which also involved crossing over the down main line. It was a heavy train as the vertical exhaust would imply.

6. Running to passenger-train timings, 400-up was the crack Johannesburg - Cape Town freight. When this photo was made in 1973 it was hauled by class 6E1 electric units as far as Kimberley where a 25NC took over. Restricted to 800 tons and bogie stock only it was timed at passenger train speeds so when this caravan reached South cabin the ground would be shaking and the noise could be heard all over town.

7. A northbound (down) freight being held up for a rail train crossing its path while departing from the Beaconsfield South departure yard. Behind the post of the home signals is South Cabin which at that time marked the southern limit of the Kimberley complex. May 1980.

8. South Cabin's up advance starter is off, indicating that 12-up is cleared to run to the inter-bloc signal at Westphalia Park. The engine was 25NC 3472 'Lizette'. May 1981.

9. A goods drifts down the hill towards South Cabin, distant on and outer home off indicating that they'll be entering Beaconsfield South arrivals yard straight after passing the cabin. Meanwhile a pair of rebuilt condensers have their teeth into the 1/100 with 1892 tons (nett) of power-station coal for the Western Cape. The windrow on the left is the muck thrown out by the ballast-cleaning machine. May 79.

10. You could tell when Faan Willers was at the throttle. Almost invariably he would send his engine's exhaust perpendicularly skywards. In late 1978 his regular engine was rebuilt 25NC 3471 named Gerda after Mrs Willers. The train was 4090-up, the once-weekly block load of Sasol fuel for the Western Cape (the rest of the week this train, with the same number, consisted of a solid rake of containers).

11. A southbound freight forging up the 1/100 to Westphalia Park. Note the kids silhouetted on the right, on their way to school along the best right-of-way – the railway maintenance track. May 79.

12. Up trains swung south-west after South Cabin which made contre-jour photos possible for a few weeks each year.

13. On a crisp clear morning 25NC 3501 gets a De Aar bound freight under way, having just gained access to the up main line at Beaconsfield South signal box, situated a few hundred metres behind the rear of the train. Trains had to be worked hard initially but soon had some easy running towards Spytfontein. 22 September 1989.22nd September 1989]

14. 25NC 3442 'Fly Bettie' leads a sister 25NC southbound at Wimbledon.* The double line from Kimberley to De Aar operated under SAR's “Absolute Permissive Block Working” where each major block section between controlled signal boxes was divided into two or more smaller ‘intermediate’ block sections controlled by track circuited automatic colour light signals, allowing multiple trains to follow through a larger section. In this 35 kilometre long block section between Beaconsfield South and Modder River, up to 5 trains could be following each other. The signal visible on the down track is the last block signal in the sequence on the northbound (down) track and is showing a green aspect meaning the line is clear through to the outer home signal at Beaconsfield South.

*this was the correct but abandoned name of the halt at this point, seldom used by the crews in later years.

15. It’s a hot January evening in 1982 and 26 3450 the 'Red Devil' heads train 71202, the up Trans Karoo Express as it rounds the curve after passing Beaconsfield South Signal Box at the start of the steady climb to Spytfontein. Despite already travelling at near 100kmh, its approach was first noticed only by the sound of the rails ‘singing’, such was the characteristically quiet exhaust beat of this locomotive. The exhaust was barely audible until it was almost upon us even with its over-load consist of 17 coaches and two car carrying wagons. As detailed in the caption to photo 53 in chapter 3 of this section, ‘202’ had an extra coach this evening as Dr Loubser, the then General Manager of the SAR, was travelling in his private saloon en route to Cape Town. The train is in the safe hands of Beaconsfield driver Dirk Koekemoer* at the regulator and Loco Inspector Arvie Botes keeping a watchful eye standing in the doorway behind him.

*the very man who rescued the Trans Karoo as related in the intoductory paragraph to 'The Great Steam Trek'

16. Do you remember Alan Johnstone's stirring account of the arrival of his first-born, Robbie, on the night of 26 September 1981 (Part 2)? AJ's driver that night was Hannes Schrenk, the same man here approaching Westphalia with 700+tons of the Trans Karoo with his regular and immaculate rebuilt 25NC 3488, named for his missus “Nadia”.

17. For three years the Lewises lived in Van Zyl Street which overlooked Beaconsfield Shed. It was practically ritual to go out to this spot near Westphalia Park each evening and watch or photograph the Trans Karoo in the failing light or even after dark thrashing up the bank. Something to behold, hence no apologies for this cluster.

18. On the 2nd of January 1982, 25NC 3445 heads the Trans Karoo Express upgrade through Wimbledon*.

On a normal day the Trans Karoo was not a light train, this was its standard formation; 16 saloons and a coupla motor car carriers (capacity eight vehicles). The coach-stock consisted of one guard's/baggage van, 12 passenger saloons, one lounge car, one dining car and one kitchen car with accommodation for the dining-car and train staff. During holiday periods (especially around Christmas and New Year) the total number of vehicles could increase to 22 and gross train weight to >800 tons. These were handled by a single 25NC. When (eventually) diesels took over c 1984, two class 34s did the job - more economical you see.........

*Note that Charlie has used the name 'Westphalia' (even though it is not correct) throughout this chapter. This is because 'Wimbledon', the original name of a halt at this location that had been abandoned by 1971, was generally referred to as 'Wesfalia' (afrikaans pronunciation) by Beaconsfield crews. Graeme is a stickler for historical accuracy (bless his soul) so it has been left as he drafted it - correctly!

19. Only 6 days later, on 8 January 1982, class 26 3450 was in charge. OK, OK, these Trans Karoo shots are getting a bit much. But the engine is the Red Devil and she's purring.

20. Graeme was one of many uitlanders (=foreigners) who came to work on steam when their own countries ran out of it. He was not only a highly competent photographer who made loads of terrific pictures during his time here but he also became a well-respected fireman. Also, he had the imagination to climb the hillock at Westphalia to make this memorable study of the Orange Express about to ease off for the flatter stretch through Spytfontein, followed by the prolonged 1/80 downgrade to the Modder River. The hillock was a great vantage point to view trains, and eagles. A number made their nests here and one is visible, watching the trains passing, directly in the sky above the first coach. 22nd June 1982. [and to think your editor nearly photoshopped it out]

21. By 1982 nearly all the condensers had been converted to straight engines with ugly tenders so it was getting rare to find non-converted engines paired, as in this case hauling 401-down the daily northbound express freight. Forming an interesting but not so scenic backdrop are the stockpiles of graded stone produced by Westphalia. The entrance to the Westphalia Park quarry at Wimbledon marked the spot where the fight was over for northbound crews. At this point the fireman have shut off their stokers, and the drivers are easing their regulators about to shut off for the down grade leading to Alex yards. 21st June 1982

22. A converted 25NC approaching Spytfontein with an Up freight on the long 1/80 gradient away from the Modder River. For the crews: not far to go now.

23. The gradient has eased and 25NC 3405 is racing No 1-down, the 'Blue Train' towards Spytfontein on the morning of the summer solstice, December 1971. A few weeks later this picture would not be possible without the equipment (and talent) of an O. Winston Link.

24. This is the northbound Trans Karoo with 25NC 3467 thrashing into a midsummer dawn near Spytfontein in December 1978.

25. In the late 1970s, SARTOUR began running a series of tours around the Republic using heritage and regular locos which travelled many lines in a loop from Johannesburg to Bloemfontein, Graaff-Reinet, Port Elizabeth, George, Knysna, Cape Town, Beaufort West, De Aar, Kimberley and Klerksdorp. At times, the locomotive positioning or return workings provided the chance for shots no longer possible on regular trains. The world’s only functional condenser, 3511, crewed by legendary De Aar driver Faan Willers and fireman Peter ‘Bedford’ Odell, worked the 20 February 1980 Steam Safari from De Aar to Kimberley.

After working the northbound special, Faan and Peter, rather than going to rest, kindly agreed to Charlie's request to run a goods home to De Aar. With his Kombi full of fans, Charlie chased the train south in late afternoon light to record the rare sight of a condenser on a goods in 1980. The shadow of the Kombi is at bottom left as the train approaches Modder River.

26. The ¾ rear view emphasises the bulk of these 238-ton 3ft-6ins gauge monsters.

27. Not as glamorous as the Blue Train but a bigger money spinner for SAR was the thrice-weekly 1425-down 'Doppies' (railway Afrikaans slang for the explosives trains) which delivered dynamite from the AE&CI factory at Firgrove to the De Beers mines at Kimberley as well as Jagersfontein and Koffiefontein on the branch from Springfontein and (once weekly), Rhodesia via Mafeking, also as train 1425-down.

Within this picture hangs a tale that contains some of the seeds that led to SAR, its successor SATS and SATS's successor, Spoornet to lose their wagonload business.

After starting as track engineer at Kimberley in October 1978 I was told that one of my duties was attendance at the weekly management meetings, at that time chaired by the outstanding System Manager Jas Fourie *. Before long it was possible to separate the goodies from the baddies:

The good:

System Manager: he was ex-Operating, wise and didn't miss a trick

Superintendent Operating: supremely competent; moved the traffic

System Mechanical Engineer: Extended the use of steam by > 10 years

System Statistician: Provided the figures that supported the SME

Marketing Officer: knew what was necessary to keep the wheels rolling

The bad:

Superintendent Commercial: He had an MBA degree (need I say more?)

System Electrical Engineer: obsessed with extending the wires to De Aar

Human Resources: implacably opposed to steam & especially, uitlanders

Asst sup Works & Estates: wanted more staff so he could be upgraded

The ugly (sorry Sergio): There were a coupla fence-sitters; we shall ignore them.

A major bust-up occurred within a month of my arrival. Mr Fourie read us a letter from De Beers requesting that explosives for Koffiefontein and Jagersfontein be detached at Modder River for onward transmission by road. This involved two QE-type 4-wheeled wagons from the doppies shown above. De Beers pointed to substantial savings in railage and time, cutting off 220 rail miles and two day's quicker delivery.

At Kimberley, wagons for the Koffiefontein branch had to be shunted onto a Bloemfontein-bound goods whence they found their way onto the next day's T&P to Springfontein, a train which crawled along. At Springfontein onto the Koffiefontein branch train. The distance from Modder River to Koffiefontein by road is 38 miles – in effect a fraction of one side of a square followed by the railway. Always aware of the importance of his customers, Jas Fourie was all for detaching the QEs at Modder River, in which he was supported by Hennie Engelbrecht. But the MBA was dikbek and adament: he was not going to allow revenue to be lost to lorries.

Nevertheless, with the satisfaction of his customers in mind, Fourie ignored his Superintendent (Commercial) and informed De Beers that their Koffiefontein branch QEs would henceforth be detached at Modder River. Whereupon the MBA went behind his back to the Assistant General Manager (Commercial) in Johannesburg (yes, that same Dr Coetzee of Avontuur-line infamy) who pulled rank and overrode the System Manager. It took time to sort out the logistics but it is now more than 30 years since De Beers last moved their explosives by rail.

* it was Fourie's influence that gave Yspeert the back-up he needed to resist growing agitation to replace the most economical motive power on the Cape Northern.

28. In July 1980 a typical freight of the day was forging up the 1/80 away from the Modder River. Three years after the introduction of the devastating Road Transportation Act of 1977 its effect on railway business was almost discernibly starting to have an effect.

29. As you see, traffic in 1980 was still fairly healthy as Dick's study of a fully laden 401-down express goods testifies. And look at that magnificent track - they called it 'permanent way' then. The engine was 25NC 3432 'Heather'.

30. 25NC 3423 'Victoria' with yet another northbound freight.

31. Northbound grain empties make up this block load running direct from Table Bay Harbour to the Western Transvaal, passing Km post 23 (from Alex Junction) half-way up the 1/80 away from the Modder River. January 1980.

32. The down (northbound) Trans Karoo (203-down) was much the heaviest prestige train on SAR, invariably loading between 500 tons in the quiet periods and >800 tons at peak holiday time. Just behind the baggage van you can see one of the two motor car carriers that were a regular feature of this train.

33. Class 23s crossing between Modder River and Spytfontein in 1969. Although helped considerably by the 25NCs from 1953 onwards, the 23s were a stalwart on this route until the arrival of condensers displaced by diesels between Beaufort West and De Aar in 1973. Thereafter these superb 1939 machines went into rapid decline as they were replaced here and, in quick succession, Bloemfontein-Noupoort, Bloemfontein-Burgersdorp, Bloemfontein-Kroonstad and Bloemfontein-Kimberley. By the end of 1976 most of them were retired. We have heard it said that they were worked to death on the export ore traffic from the mid 1950's onwards.

34. Between Modder River and Spytfontein, on 23 October 1988, 3481 and 3437 worked up the climb on what was probably 401-down fast freight, passing 3476 rolling down the favourable grade at the head of a southbound rail train. Those mini-containers were a practical idea conceived by the Marketing Department and customers loved them. Turned out the idea was so good that the private sector, aided by the Road Transportation Act of 1977, soon latched onto it and spirited the business away. SAR/SATS employees had no experience of competing against private enterprise - they simply had no answer (see our account of how the dynamite business was lost: photo 27 above).

35. De Aar's 25NC 3415 'Zelda' effortlessly tackling the 1/80 away from Modder River with 1-down, the 'Blue Train' in December 1970.

36. Hard on the heels of the Blue Train came this fully-laden, holiday-extra, Trans Karoo behind the capable draw-bar of another De Aar 25NC - No 3414 'Carol'. She was named for Carol Pivnic by Alec Watson, who preferred names to numbers. We'll hear more about her in Les's chapter on De Aar's locoshed, including the naming ceremony attended by Carol herself.

37. A year later we were back at the same spot and got a going away shot of this colourful yet dignified luxury accommodation. Its 1939 interior was fitted out with mahogany and walnut paneling with nickel-silver fittings. Compare this with the plastic interiors of the new Blue Train in 1972. Adding insult to injury, those in charge of the conversion of the original Blue Train to the Drakensburg Express stripped out all the wooden interiors and replaced them with Formica and Melamine plastic laminates. It was much cheaper and it looked much cheaper.

SAR's coachbuilders had a royal time dumping all that priceless mahogany and walnut in the rubbish skips and then putting in tenders for a bin full of 'rubbish' for R5 or so.

38. Now that's what an extra-fare luxury train ought to look like. Panned south of Spytfontein, December 1971

39. Condenser with livestock northbound away from Modder River, March 1969.

40. The last active condenser working northbound grain empties away from Modder River in October 1981. The driver was Faan Willers, with fireman Peter 'Bedford' Odell, more accustomed to 4Fs with 21 sq ft grates than the 70 sq ft of a condenser.......... Check that black smoke. Mein Gott! Clearly an inexperienced stoker.........

41. On one of many trips to record the dawn parade out of Modder River we got this sunrise silhouetting a 25NC with down freight.

42. Although diesels helped out on ore haulage after the signing of the 32-class contracts in 1958 it was not until large numbers of class 33s from General Electric started to arrive in 1969 that steam began to lose its grip on the ore traffic. This 25NC with a string of empty AZD bottom dumpers on their way back to Postmasburg from Port Elizabeth Harbour, was one of the numbers we recorded in December 1970.

43. Empty FZ grain wagons from Table Bay Harbour departing from Modder River in December 1970

44. The condenser of express freight 400-up takes the up platform road at Modder River for its scheduled stop to pick up dairy products.

44a. 25NC 3492 'Frieda' passing Modder River with a northbound freight, August 1976

45. 25NC 3445 on 12-up, stopping for passengers at Modder River. On the down main: a diesel-hauled rake of empty FZs. . Rags tells us: "This was taken on Christmas Day, 1972. After getting the shot, I jumped aboard the train and rode it to Kraankuil, spending much of the journey in the dining car 'Nyanza' consuming Christmas lunch and red wine."

46. On its second run, this time with a pair of crudely fashioned smoke deflectors, 19D 2644 allows a 25NC to overtake it at Modder River before proceeding to Beaconsfield after a highly successful test, July 1979.

47. Condensers used to treat the watering facilities at Modder River with disdain. The more timid non-condensing drivers would take water here but as you can see, the crew of 12-up the main-line stopper have elected to run through to Orange River with their fairly light train.

48. Modder River, 26 3450, the 'Red Devil', ex-works with new style smoke deflectors, departing with 14-up on a trial run, 3rd June 1985

49. A fine photo by the late David Rodgers of the Drakensberg Express drawing away from its scheduled stop at Modder River. Running to the same timings as the Orange Express between Durban and Cape Town the train was introduced on this 1,300-mile route late in January 1975 and, not having been well patronised, was withdrawn in June 1978.

50. Two days before Christmas 1970, 23 3205 drew out of Modder River with an important-looking southbound freight. Waiting to follow was a pair of 25NCs with export iron ore for loading at Port Elizabeth harbour.

51. That same load of ore, its engines making plenty of noise as they charged headlong towards the Modder River bridge, the start of 12 miles mostly at 1/100 to Heuningneskloof (the ore lies only about a foot deep on the floor of all those BAD bogies). *

* when the line was built in 1884 it was 'Honey Nest Kloof' and so it remained until the Place Names Commission decided the Afrikaans version would be more appropriate c 1955.

52. Coming the other way were these empty AZD bottom dumpers, the new ore wagons. While AZDs were filled high enough to see their loads, the sides of previously-used BAD-type gondolas were so high you couldn't see the ore unless you were looking down into them.

53. The southbound Rhodesia Mail, 66-up, on the trusses of the single-line bridge over the Modder River in October 1962. Doubling between De Aar and Kimberley was already far advanced and you can see the concrete piers of the new up-line structure. Before the end of 1963 the doubling had been completed throughout.

54. Spotless 25NC 3440 setting off up the hill to Heuningneskloof with 66-up, the Rhodesia Mail, in May 1969

55. On 23 December 1970 this block-load of iron ore made the ground tremble as it headed noisily up the 1/100 to Heuningneskloof - note that you can only see the ore in the first four (AZD) wagons. By mid-1970 it had become clear that without radical action SAR wouldn't meet its commitment to deliver 1.75 million export tons to Port Elizabeth Harbour that year.

It only needed an increase of 10% in the all-up mass of block ore trains. Only one problem: there weren't yet sufficient class 33 diesels in service. But Cape Northern, Jan Yspeert and ever-practical Alec Watson came up with the solution: increase dry-weather block-loads for a pair of 25NCs to 3000 tons. This was tried and it worked – spectacularly! Our picture shows one of these trains winding up for the bank to Enslin summit as it approached the Koffiefontein road over-bridge. Melly, six-month old Justin and I leapt into the Kombi and drove like hell to Kraankuil. By the time XXXXX* came through it was dark but the recording was thrilling – for several minutes it sounded as if the roar was coming at us through a large-diameter pipe, rather like a Jumbo Jet taking off from Jan Smuts. Then it thrashed under the road bridge, shaking the old station building to its foundations before the north wind carried the sound away.

By end January 1971 steam on the ore-export trains was history.

*We humbly beg forgiveness for not having the correct train number. The relevant WTB is missing from Charlie's library and those in the Jagger library at UCT as well as the Parliamentary library have both been destroyed. If anyone can assist with the correct train number we would be extremely grateful.

56. By the mid seventies the ranks of the condensers were rapidly thinning. The elusive rebuilt condenser #3468 is the second engine of this doubleheader, still with its ugly faring around the back of the tender.

57. The last active condenser, Class 25 No 3511 at the head of 81012, or '12-up' on the rising grades approaching the halt at Klokfontein, 12 kilometres south of Modder River. The steady climb continues for a further 22 kilometres to the summit at Enslin.

58. Heavy freight southbound through Klokfontein

59. We followed 2-up, the southbound Blue Train all the way from our first shot on the Westphalia bank but even though it travelled at nothing like the speed of a European express we only caught up with it again just beyond Klokfontein where it had slowed to around 40mph on the 1/100. Within a coach-length the sun had moved off the wheel tyres. This beautiful luxury express had not much more than a year to go before it was replaced by a plastic modernistic non-steam monstrosity. December 1971.

60. Traffic density fell off rapidly during the eighties but until then such photos were quite common. This one was near Heuningneskloof in December 1971.

61. The magnificent 23s, designed in Pretoria during the tenure of CME WAJ Day, arrived on the Cape Main Line north of De Aar in 1938/9 and transformed it. One would have thought their work would tail off after the 25NCs came in 1953 but not a bit of it. As electrification crept down from the Witwatersrand they were employed in increasing numbers on export iron- or manganese-ore traffic from Postmasburg – on the branch and down the main line to De Aar as well as caboose workings to Kroonstad via Bloemfontein. Many went to Bloemfontein from where they worked north, south, east and west. No apology then for inserting a dead-ordinary wedge shot of one of these remarkable machines working 400-up express goods southwards, just north of Heuningneskloof in October 1971.

62. 25NC 3432 making sixty per north of Heuningneskloof in December 1971. Pan shots were two-a-penny along a line that had parallel roads for much of its length. It also helped to have someone to drive for you.....

63. A heavy-looking southbound freight hurtling through Heuningneskloof in October 1971. In addition to four loads of coal, destined for we know not where, and a covered van, there is a seemingly endless rake of FZ wagons that in this direction can only be full and headed for the grain elevator in Table Bay Harbour.

64. In 1962 there were still long stretches of single track between Kimberley and De Aar, as can be deduced from this tablet exchange between 66-up and the SM at Heuningneskloof. November 1962.

65. Still on the single-line at Heuningneskloof, in October 1962 a 25NC has been looped for this class 24 hauling important-looking freight northbound off the Douglas branch.

66. Racing through Heuningneskloof just before dawn is SAR's finest; No 1-down, the Blue Train, which will deposit its well-off passengers in Jo'burg just after lunch. While we're on the subjects of Heuningneskloof and lunch we trust you will enjoy reading caption 121 below.

67. Approaching Enslin summit with southbound block oil ex Sasolburg

68. After electrification of the Postmasburg branch was completed in 1967 there was a flood of condensers on the De Aar and Bloemfontein lines. Before the conversions started one was quite likely to encounter a condenser on either of these lines. This one was approaching Enslin summit with a southbound freight.

69. A southbound freight taking the first of the sweeping reversed curves leading to Enslin summit.

70. Commentary by Rags: "The [westbound] Orange Express surging towards Enslin summit behind converted 25NC 3454, the 'BI Ebing'. The date was 2nd August 1991. Arnie and I rode it from Kimberley to Orange River and consumed a great meal in the dining car with a couple of bottles of Cape Red."

71. Running the Orange Express with half regulator and 25% foregear on his regular loco 3438, Driver Jaap Naude seems relaxed as he makes up time from a signal stop. Taken between Heuningneskloof and Graspan. 6 July 1982

72. Speak of the devil. Here is Ashcat himself on the opposite side of the cab at the controls of the Standard Company's stoker. He seems relaxed when trainee fireman Jürgen Rasmussen took this photo – also between Heuningneskloof and Graspan.

After finishing his training, USA resident Jürgen fired at Vryburg for Geoff Hall and the late John Gilberthorpe. 6 July 1982.

73. During one of the steam festivals, modified 25NC 3454, the BI Ebbing, brings the southbound Orange Express around the reverse curves leading to Enslin summit.

74. By 1979 the converted condensers were outnumbering the non-converted by a margin, so it was getting quite unusual to find one out on an every-day main-line freight.

75. Class 25 No 3511 takes 12-up over the summit of Enslin Bank, the highest point on the journey from Kimberley to Orange River. The running lines here separated for over a kilometre to ease the 1/80 pitch to the summit that faced down trains. 7 August 1983.

76. Thus it came to pass that towards the end of the decade rail was losing public favour big time. That included passenger-trains. The end of the Drakensberg Express was already a foregone conclusion, its last westbound trip ran on 18 June 1978 here depicted making better than 100 kmh through Graspan. Why a condenser (25 3462) was chosen for this working is not known.

76a Graspan, Southbound block coal for the Western Cape meeting a northbound fruit block in March 72. Interesting to reflect that south of De Aar the Cape Main Line was single as far as Wellington, a situation that was strangling traffic. SAR chronically battled to keep Escom's Power Stations supplied with coal, so much so that up to 60% of power station coal for Cape Town had to come by sea.

77. SAR's first Gas-Producer engine, David Wardale's modified 19D 2644 on the return journey of its first trial run from Beaconsfield to Belmont in August 1979. The run was an outstanding success – a prelude to whole fleets of engines being converted........

But railwaymen were naïve, this writer included. The previous decade had seen unprecedented traffic growth. Everything from 4w short trucks, standard DZs, FZs (ie grain), B bogies and bottom-dumping ore wagons to reefers, explosives trucks, specialised tankers (oil, beer and wine), bulk cement and the mini-container flats illustrated in photo 74 above, were used to keep things rolling – not only that, but to satisfy customers. Then along came the Road Transportation Act of 1977. It took time for the implications of this edict to sink in – a few years in fact. So the first test run of 19D 2644 was a triumph of locomotive economics but few foresaw that the work the 19Ds were designed for was already on a downward slide that no railwayman could stop.

78. De Aar 25NC 3461 leads another through Belmont on a northbound goods just after dawn on a very chilly morning on 15 July 1982. Beaconsfield driver Nick Van Rensburg checks our engine, 25NC 3466, at the head of train 2270, the daily pick-up goods. 2270 will shunt the sidings to pick up wagons from the Douglas branch (deposited there the previous evening), to take on to De Aar. The branch to Douglas leaves Belmont to the south, facing up trains, and the junction signal in the distance on the right is the home signal for the branch.

79. As you see, the Douglas branch is unexciting, running as it does across a featureless plain sloping down to the Vaal River. Only the watering station at Salt Lake provides some relief from the dreary landscape. 24 3698 with 2701-down goods filling up on 9 February 1982.

80. On the second day of its journey from Durban the westbound Orange Express hurries through Belmont en route to its rendezvous with Cape Town at 08h50 am tomorrow morning. The loco was the regular engine of Geoff Hall. It is more than likely that he was at the throttle on this occasion so "Hi Geoff !!"

81. The name 'Amanda' had previously belonged to 23 2567 but upon that engines demise c 1974 it was allotted to 25NC 3509, seen here stomping through Belmont.

82. Looking good for another 30 years of total thrash, 25NC 3533 makes 3488 look like she was standing still [editor: she was, just about]. We tried to figure out where Richard was standing but the only clue is the shadow at the bottom of the picture. It looks like he was on top of the smokebox of the engine of his train. Precarious. A wonder he is still with us.

As for 3488, she was no longer in the care of Hannes Schrenk, and the fact that she was shunting Belmont's yard indicates she had come in with a lowly T&P. Sad to reflect that before 1992 was out these irreplaceable machines would no longer be considered useful.

83. Ashcat again: "In almost a repeat of the previous picture, but this time with the sun only just above the horizon and the photographer’s feet planted on terra firma, De Aar 25NC 3530 Elsie thunders by with a northbound goods shortly after Ashcat's engine 25NC 3459 had arrived with the southbound T&P. Another ‘uitlander’ from 'Down Under' Ashcat was on his second stint as a SAR steam fireman; among the Beaconsfield roster clerks and footplate personnel he was continuing on his Bloemfontein-earned reputation as a highly skilled fireman. 6 August 1982."

84. "3459 on 2270 De Aar Pick Up Goods, has finished shunting at Witput and with the goods [or siding] starter signal at procced is ready to continue the journey south while a northbound goods, with safety valves lifted, is held at the home signal. One often wondered at the decisions made by Operating regarding train priority. Why stop a train, with perhaps 1200 ton in tow, heading upgrade to allow a lowly pick-up with 800 ton, which is about to drift downhill, to cross in front of it? 6 August 1982."

85. "Soon after shot 83 was taken, what looks like a cornfield meet is given away by the previous caption. 3459 on 2270 De Aar Pick Up goods is on the down line before crossing to the up line - as the position of the points blades clearly show. The northbound goods waits impatiently at the home signal. 6 August 1982"

86. Ashcat reports (again): "At Witput the two home signals and goods/siding signal were at danger and 3459 on 2270, De Aar Pick Up Goods, had stopped prior to a spot of shunting at that location. This has allowed me to savoir the enthralling sight and thrilling sound of De Aar’s 3483 ‘Katy’ heading a Kimberley goods on the 1in 100/200 grades to Belmont. It is 0905 – just in time to have a delicious ontbyt [breakfast] at 'The Grange'. Alas, that luxury was not available for loco crews …. After 29 minutes shunting the pick-up was heading southward again. 6 August 1982"

87. Dennis here: "Belmont was not usually a rewarding place for photographing southbound trains, as the gradient was favourable and the fireman would usually by now be having an easier time of it. However, for a while after withdrawal of the daily stopping passenger trains, a 3rd class passenger coach was attached to the rear of a De Aar bound freight on Saturdays and local people could make use of it for intermediate journeys between certain stations (strangely, no corresponding return journey was ever observed so it must be assumed that this ran at night). Thus, locomotives were required to re-start their heavy train away from Belmont, providing new photographic opportunities, as shown in this view of 3529 getting underway, the alighting passengers having already walked the full length of the train. Such a working must have been hopelessly uneconomic and wear on brake blocks alone would exceed any 3rd class ticket revenue that may have been collected. Certainly, this unadvertised service did not last very long. The Douglas branch can be seen coming in on the left, finally rejoining the mainline at the north end of the station. 6 May 1989."

88. The fireman’s view from 25NC 3442 of the down distant and outer home signals at Belmont. And with both signals at clear, we have an uninterrupted path ahead. The Douglas branch can be seen sweeping in from the left. 13th August 1983.

89. Invisibly close second place after David Fleming's introduction to the Steel Kyalami is this one, surely the most dramatic depiction of a train outrunning a High Veld thunderstorm that you could ever hope to see. Here is Dennis's description of his miraculous photograph:

One of the most memorable moments in this particular photographer's experience. Whilst driving down to the south on a conventional holiday, a fully laden car, a luggage trailer, bike rack ... the whole lot, circumstances contrived to make the Witput Hotel a convenient overnight stopping place. The weather that afternoon was dire and rapidly getting worse and the photographer was ensconced in the hotel bar when he heard the sound of a hard-working northbound train climbing the grade towards Witput. Stepping out of the hotel intending merely to watch the train's passage, it was no surprise to observe a dark and foreboding sky with no hint of sunlight anywhere. As it happened, the train was brought to a stand at an adverse signal and it was a nice surprise to note that the motive power was none other than the Class 26 3450. As it ground to a halt, a tiny chink of sunlight began to appear in the vicinity which gradually opened up to allow no more than a minute or so of "full-beam". The 'Red Devil' received the road just as the light reached its zenith: a spectacular departure at just the optimum time. The sun vanished just as quickly as it had appeared, even before the full length of the train had passed by. The fortunate photographer wandered back into the hotel in something of a daze!" 23 February 1985

90. The date on this Rodgers beauty is not known but it is almost certainly from one of Dave's earlier trips to the De Aar line. The main focus is on the front engine, No 3452 'Maria', the second engine to have a gender op - this one at the hands of Alec Watson who was always conscious of an engine's appearance. Having been converted to an NC in 1973 in the most sympathetic way possible (from a distance it still looked like a condenser) it ran for a coupla years like this before the above photo showing Maria with a standard NC tender, confounded the pundits. Soon after Alec's promotion to Germiston, 'Maria' acquired the standard conversion version (see photo 1)

91. A down freight accelerating through Witput on its way to Enslin summit. Note that 25NC 3465 is carrying the name 'Carol'. Here is Les's explanation: "early in 1974 the original Carol, 25NC 3414 (see photo 32), was transferred to Bethlehem along with the first 20 members of the class - replacing all Bethlehem's 15Es in the process. Alec Watson removed her ‘Carol’ nameplate and phoned me in the Museum office, asking whether I would like to buy it as scrap. I jumped at the opportunity and paid a small sum into the Stores Department for the plate and Alec sent it up to me. The ‘Carol’ plate on 3465 was thus a replica made in De Aar. I have the original here with me in Sydney."

92. The Grange, Witput, particulars from Dave Fleming: "The Grange Hotel was a most welcoming establishment. The Venters who ran the hotel in the mid seventies when we first went there, met us off the down stopper with one of their staff to carry our bags to the hotel. All the proprietors were most friendly during our visits between 1975 and 1983, accomodating the enthiusiast's needs when trains were around at mealtimes. Room 5 was the one to book as one could wash and shave and watch the trains at the same time. We experienced an earthquake one lunchtime whilst there in July 1976, when this photograph was taken. We thought that a train had derailed outside as all the walls and ceilings vibrated and rushed outside. The epicentre was in Hopetown, not far away. The guest book equalled that at The Gasthof Gruber in Vordenburg, Austria another wonderful steam enthusiast venue."

93. Eugene speaking: "During a week-long stay at The Grange Hotel at Witput in March 1975, this glimpse of spotlessly clean 25NC 3487 "Karolyn" was taken from the front garden of the hotel as it tore by on its way south towards Orange River. Bedroom No 4 at The Grange had its own doorway leading directly onto the front stoep, which was very convenient for rolling out of bed at 04h00 to watch and listen as the northbound Trans Karoo roared through on its way to Kimberley. 28th March 1975."

94. After a day of heavy rain the sun came out just as the up main signal was pulled off for the southbound Rhodesia Mail. The photo proves that there is a pot of gold near a rainbow as No 3448 'Darlene' drifted down the hill and through the station and on to Orange River.

95. Following a lengthy service stop at Oranjerivier station, it was close to sunset as Peter ('Bedford') Odell, with his regular engine 25NC 3441 'Karoo Conqueror' entered Witput station, slowing to a stand for an adverse signal. 11 January 1991.

96. Within seconds of receiving a clear road, Driver Peter Odell re-started the train, photographed from alongside the Witput Hotel. The sun was literally minutes from setting, with the shadows already on the rail webbing in some parts. The photographer's next order of business was a cold beer, just metres away. 11 January 1991.

97. As the sun was setting on 17th December 1982 Nos 3439 Zambesi [JJ Matthee's engine] piloting 3447 eased through Witput on the slow line, and then opened up wide, whistling for the level crossing and climbed away northbound. There were either grain or coal wagons parked on the down through road, hence the diversion to the loop. The sounds as they opened up can only be imagined.

98. On a visit to Witput station in January 1973, the Station Foreman granted permission to climb the signal masts and take advantage of the vantage points they would provide for photographing trains in the surrounding landscape. The home signal for the Up (southbound) line provided this view of Class 25NC 3442 working a northbound goods and being 'looped' to pass a rake of wagons parked on the main line. There are several wagons visible alongside the goods shed in the distance, which was still operational with daily traffic. 8th January 1973.

99. Also on 8 January 1973, this shot from one of the starter signals at the north end of Witput shows 25NC 3449 'Durban' at the head of 66-up, the Bulawayo to Cape Town "Rhodesia Mail", racing through on the long downhill grade to Orange River. Note the balcony coach behind the locomotive. On the far left in the distance, is the smoke from a goods train heading north to Kimberley.

100. Until 1974 doubleheaded 23s were not unusual on the Steel Kyalami. A year earlier Eugene got this picture of an up (southbound) block-coal hurtling through Witput with 23 2571 'Edelweiss' leading 23 2555. This was January 1973 – the same year that condensers were due to be replaced between Beaufort West and De Aar. By year's end all the condensers had been transferred from Beaufort West and all the 23s from De Aar, which left the latter without any of that class for the first time since 1938.

101. At the south end of Witput station, the southbound Orange Express is passing the semaphore starter signals, about to rejoin the main line after being put through the loop to overtake a double-headed coal train waiting on the main line. The locomotive is 25NC 3450 'HJL Du Toit', later to become famous as the class 26 'Red Devil'. In the background, 25NC's 3503 + 3490 wait to follow on the heels of the Orange Express. On the Down Main, a northbound goods is held at the signal, waiting to proceed to Beaconsfield. 25 March 1975.

102. Late afternoon light illuminate’s Graeme’s driver Gert Botes at the regulator of 25NC 3442 on 1215 down goods as he looks ahead for the signals on the approach to Witput. 13 August 1983

103. In December 1971 Harald stayed at the Grange and got this superb sunset silhouette of a southbound (Up) freight passing the Witput home signals.

104. A loaded train of manganese ore is captured in beautiful evening light, approaching the gravel road level crossing a couple of kms south of Witput station, heading towards Orange River and De Aar; destined for Port Elizabeth harbour. The five locomotives are all class 34's (GE type U26C), led by one of the 400 series, no. 34-494. When I took this shot in March 1975, they were less than five years old, delivery to SAR having commenced in 1971.

105. Looking as formidable as its name, Peter (Bedford) Odell's regular engine, 25NC 3441 'Karoo Conqueror', blasts up the 1/80 away from the Orange River in the vicinity of Wigton, which closed when the new bridge over the river was opened in March 1960.

106. Beautiful skies are common in the Karoo, although the cloud effects don't often result in rain. Ploughing its way northwards this freight, hauled by 25NC 3477 'Trudie', was passing a place dubbed by photographers as 'The Horn', a name quite unknown to this old toppie.

107. Dick shot southbound block coal 4076-up rolling down the 1/80 at the exact spot where JJ Matthee overshot the Wigton inter-block signal on Charlie's first footplate 'inspection' in November 1978. You might just make out the signal, displaying red, about 200 yards ahead. A speeding express takes some stopping on this 1/80 down-grade, let alone a 2520-odd ton 40-bogie block load of coal.

108. Shot from 'the Horn' mentioned above, showing 25NC 3436 on 7-down, a dining-car all-stations to Kimberley and express thereafter, arriving in Johannesburg at 06h30 tomorrow morning.

109. A northbound doubleheader approaching 'The Horn' with 4011-down 'expedited goods' in July 1976.

110. An unusual doubleheader - condenser harnessed to a 1E, although quite where the unit was going is unknown. The location is the same as the previous photo and the date is long before I heard of a place called 'The Horn'!

111. As I turned around here was 12-up approaching the same cutting from the north, hauled by 25NC 3449 'Mildred'. In the background the 'doubleheader' disappears into the distance.

112. A beautiful panorama depicting a northbound freight hauled by rebuilt 25NC 3516 getting to grips with the steep climb away from the Orange River. Photographed at 7.00 a.m. from a koppie several rail km beyond Oranjerivier station, the train is depicted entering the lower end of an elongated S-bend that offered excellent pictorial possibilities in this area. In the foreground will be noted the abandoned formation of the mainline leading to the original Orange River bridge. 25 November 1987.

113. The northbound climb away from the Orange River consists of broken countryside for the first 10 kilometres and presented quite a challenge to the surveyors who staked the route of the new alignment away from the river. This is another image of the same train depicted in the previous photograph, taken from exactly the same vantage point, one that offers perhaps the finest viewpoint on the entire Steel Kyalami. Access was extremely difficult requiring a walk of almost an hour from Oranjerivier station, or a 13 km drive from Witput along the railway service road. 3516 was in the charge of Driver John Gilberthorpe and Fireman Richard Niven, being two of several British and Australian expatriate footplate staff based at Beaconsfield depot. The driver was recognisable by his 'trademark' white head covering, which he invariably wore when on duty. 25 November 1987.

114. Northbound freight coming off the new Orange River bridge on 19 February 1974. This, the 'new' bridge, was opened in March 1960.

115. 7-down working up the 1/80 towards Witput. Note the piers of the old bridge in the background. Rags makes it sound more dramatic: "The passenger [7-down] turned up just before sunset as a thunderstorm moved in from the south east - the low sun was angling in under the storm and lightning strikes were advancing towards us like a creeping military barrage. I took several shots in the hope of getting lightning bolts in the shot - to no avail. By the time the shutter clicked on the last of the sequence lightning was already striking the koppies on our side of the railway, so we made a very rapid descent and reached the car (parked on the railway access track) just as giant rain drops started to fall. In a dramatic reversal of Sod's law the sun had disappeared just after we got the shots!"

116. 25NC 3436 (before she acquired red wheels) attacking the 1/80 which starts straight off the new bridge and continues almost unrelenting for the next 30 miles to Graspan.

117. 25NC 3416 'RA BLACKWELL' was named by Alec Watson in honour of his old boss at the Cape Western (for more information on this good man who was Locomotive Superintendent in Cape Town please see Les's latest chapter on De Aar running shed). The train was 7703-down, express parcels and the date, late 1973. Soon after this photo, 3416 was transferred to Bethlehem, losing her name in the process.

118. 25NC 3452 'Maria', coupled to an ugly rebuilt condenser tender, crossing the Orange River with empty high-capacity BAD bogies in March 1979.

119. Until 1973 the 23s were handling 30/40% the tonnage along here. In December 1971 this one was working north across the river with a down goods.

120. 25NC 3432 'Lady Jane' bringing 401-down express goods across the Orange River in mid 1973.

121. Coming off the bridge in December 1971, the engine of 212-up, the westbound Orange Express, has just been eased for the last half-mile to the service stop at Orange River. This photo reminded me of a journey eight years after Rag's Christmas journey on 12-up, when the Lewises did a Rags on the westbound Orange Express. We got a lift from Kimberley to Perdeberg so we could join the train there, in case it was running late and we might miss Christmas dinner. In the event the train was on time but we were too late to get in the first sitting so we only got to the dining car around 2pm. As far as Modder River progress was quite normal and we left there on time. Then, while we were enjoying the main course (turkey), we ground to a halt at the Klokfontein inter-block signal. And we sat and we sat. I looked out the window on the left side towards the engine and there was the driver furiously winding up the phone (musta been a clockwork one) but nothing was happening. He pointed up the line to his fireman who then hopped over the right-hand SAR fence onto the national road alongside and started hitchhiking. Before very long a motorist picked him up and after another 20 minutes or so we started moving again.

When we got to Heuningneskloof we slowed to pick up the fireman. There was the Station Master giving us a bleary-eyed hiccup and a wobbly wave as we accelerated away. Turns out he forgot to reset the signals after the passage of 12-up earlier that morning, unsurprising considering he was so inebriated he was swaying on his feet. We lost > 40 minutes while standing at Klokfontein so the rest of the run to De Aar was quite entertaining. We got to CT on time next morning.

122. The original Cape Government Railway bridge over the Orange River (looking South) as recorded by C T Short in 1895. The Boers bombed the hell out of it in 1899 but it was rebuilt soon after peace resumed.

123. The new bridge over the Orange River was not the most photogenic structure on SAR. In an effort to find something worthwhile in this vicinity, Dennis found himself scrambling about on the eastern side of the southern river-bank. He says "A northbound 25NC-hauled freight duly appeared, although it is acknowledged that it is almost incidental to this photograph. 25th June 1983." [Ed: and to think we chose this picture for its artistic rendition of the train in juxtaposition with the waters of the Orange River.........]

124. An unknown condenser bringing 12-up into Orange River station in 1973. The dirt road on the left leads to the twin reservoirs on top of the hill to the left (they are visible on the RH edge of photo 110). The dirt road on the right parallels the moribund track bed of the original main line to the 1884 bridge. At the river end of this road is the pump station that supplied all Orange River's locomotive water.

125. Northbound freight with 25NCs 3431 'Lindy Lou' and 3509 'Amanda' departing Orange River in June 1980 while a southbound freight draws into the station.

126. Class 26 3450, the 'Red Devil' arrives at Orange River with the Orange Express while 3501, crewed by the late John Gilberthorpe and Richard Niven, stands on an opposite road with a northbound goods, Dec 1991

127. The ballast edge of the platform road is a trifle wonky but the general tidiness of Orange River could hardly be faulted when rebuilt 25NC 3491 'Sandie' drew in with a southbound freight in April 1979.

128. The ash pile from many cleaned fires is evident at the north end of Orange River as 3517 Janice takes water before heading a goods to Kimberley while 3459 on 2270 De Aar pick-up shunts the yard. 6 August 1982

129. The late Don Baker's box-camera shot of the first 25NC we ever travelled behind, taking water at a quiet-looking old Orange River station in June 1953.

130. Trevor's caption: "Class25 No 3489 (photographed from our train arriving, headed by Class25 No 3474) OrangeRiver 25-8-76"

131. Northbound freights at Orange River with Condenser 25 3489 (left) & 25NC 3455-'Kerry-Anne' (right) at Orange River, 25 August 1976.

132. 1960 to 1980 were the glory decades on the Kimberley - De Aar line (one could say they lasted until 1984 but by the mid-eighties the Road Transport Act of 1977 was seriously eroding SAR's traffic). When Harald took this shot of two northbound trains watering at Orange River, traffic on the line was probably at its all-time peak and the air-braked trains (Blue Train, manganese ore and motor cars) were having a hardly noticeable impact on steam activity. 24/7 around the clock, Orange River was providing water and fire-cleaning services to trains and providing employment for the locals; the industrious and energetic peoples of Griqua descent.

131. On Thursday 26 July 1990 the "Cape Mountaineer" and a freight that had been arranged to leap-frog the passenger train during this leg of the Cape Mountaineer railtour paused for water and fire-cleaning at Orange River. Organised by Dave himself and featuring in the best-selling "Cape Mountaineer" large-format coffee-table book, are some of the finest railway photos taken in this country. The 'Red Devil' (26 3450) was heading the special while Peter Odell's 3441 was on a normal freightload of empties. Note #3450's double lempor exhaust in line on the locomotive centre-line. [thank you Richard Niven]

Nowadays one could go to Orange River, find it deserted with grass overgrown track and wait the whole day without seeing a train.

132. When Hannes Schrenk went electric he handed his engine (25NC 3488) over to John Gilberthorpe who promptly changed her name to 'Enchantress'. What Nadia had to say about this is unrecorded but we do know that John (and Richard) looked after 'Enchantress' as lovingly as Hannes looked after 'Nadia'.

133. The late John Gilberthorpe passed away in September 2018. As the first ex-pat engineman on SAR he will forever be remembered for his sunny uncomplaining nature and his incredible skill at the regulator. We don't have a decent portrait of John with 'Enchantress', so this one in the cab of the winner of the 'Concourse d' Elegance' trophy awarded in 1969 to the best turned out engine on the 30th anniversary run of the Blue Train, will have to do. RIP John from your 14,000 + admirers on Soul of A Railway.

134. In February 1990 Richard Niven, who was John Gilberthorpe's regular fireman, found 25NC 3533 with standard tender at the head of a huge train of bulk sugar empties, probably bound for the Eastern Transvaal.

135. Condenser 3517 heading north out of Orange River on 27 May 1974.

136. Northbound freights at Orange River in July 1976. There was hardly ever a dull moment at this watering point. Only the condensers could run through but they seldom did.

137. Manual removal of the ash provided plenty of employment at Orange River. 25NC 3424 'Marjorie' getting ready for working the down goods to Kimberley depicted in photos 138 and 139 below, in August 1976.

138. Even David occasionally found the action a lot to handle. A north-bound condenser with coal empties departing while a 25NC and condenser combination wait for the NC to finish watering. Interesting that the condenser tank is not being topped up.

139. Early afternoon found yet another condenser heading north. That looks like Badger Roberts leaning out of the cab window.

140. 25NC 3480 departing Orange River with 7-down on 11 October 1981. Already a night and a day out of Cape Town this leisurely ship of the Karoo still has another night and a day to go before arriving in Pretoria. However, equipped as it was with twin diner and comfortable beds, the steam-hauled part of the trip was seriously enjoyable.

141. On a cool morning in August 1976 Dick got this beauty of 25NC 3424 'Marjorie' departing with a northbound freight. As usual the boards are off for a southbound and the middle road is already occupied by another southbound. As you will see in the next frame there is also another northbound freight ready to depart.

142. John's version of the same train. The following train, also a freight, is already chomping at the bit; it will depart as soon as #3424 clears the block signal at Wigton.

143. The Orange River advance starter is off, giving a clear road to 25NC 3455 with the northbound 'Rhodesia Mail' as far as the inter-block signal at Wigton (the station was closed when the new Orange River bridge and deviation were opened in March 1960 but the site was marked by a new colour-light signal). Taken in July 1980, the express was still in the hands of God's motive power.

144. On 5 June 1992 condenser 3511 left Orange River hauling goods 2421. This pretty much signed off steam working on the line apart from specials. Perhaps more symbolic than any other motive power on the Cape Main line it was appropriate that 2421 should be hauled by the last working representive of its class. No condenser has run anywhere since, to my knowledge. Given the gangsters that are ripping up anything of value on our railway these days I don't suppose this one will ever run again. Very sad. It could be generating large sums of tourist revenue like the Big Boy does for UP (well, OK, not quite....) It's still very very sad.

ACKNOWLEDGMENTS

We thank the following for contributions in photographs, text and technology that has made this a rewarding chapter to put together:

Bruno Martin (for his usual highest quality map of the line), Andrew Deacon (for patiently unraveling the labyrinth within the Google cloud), Dave Fleming (for contributing what we regard as the best photo we've seen of a train on this section - amongst several others), the late Garrett Orpen, courtesy RSSA (for the typescript of his interview with Driver Muller), Dennis Moore, Graeme Hind, John Hunt, Tony and Roni Marsden, Dick Manton, Robert Kingsford-Smith (the one-and-only 'Rags'), Bill Botkin, the late David Rodgers (courtesy of Julie Rodgers), Peter Micenko, Phil Braithwaite, Richard Niven, Eugene Armer, the late Harald Navé (courtesy Alfred Luft), the late Don Baker (courtesy Stina Baker), the late John Gilberthorpe (courtesy Richard Niven), Dennis Mitchell, William Ford (via Richard Niven).

* See the teaser at the end of the first paragraph: the most expensive motive power on the Cape Northern during the 1980s was 3000V DC electric traction - three times the cost per ton-km of haulage compared with steam. This took into account everything associated with the particular type of motive power, from clearing out ashpits to pumping locomotive water, transporting coal, all labour and capital costs including the provision and maintenance of the overhead traction wires.

The next chapter covers the section southwards from Orange River up to and including De Aar but leaving out the loco shed which Les has covered comprehensively in Part 7