System 6, Part 22: Umlaas Road – Mid Illovo Railway by Bruno Martin

System 6, Part 22: Umlaas Road – Mid Illovo Railway

compiled by Bruno Martin, 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.

DEDICATION

To the loving memory of John Gilberthorpe.

"In early 1976, as a passed fireman at Greyville, I observed that a notice had been posted asking for a driver to relieve on that line for some time, but there were obviously no takers. The months went by, and still, the notice had remained. So, somewhat tongue in cheek, I went to the loco foreman, 'Snowy' O'Neill, one day and asked if they would consider a passed fireman to drive there. To my surprise, he seemed very pleased and immediately picked up the telephone to call his counterpart at Masons Hill, the famous Mr van der Merwe, who was in charge of that depot in its heyday of Garratt working, and under whom Umlaas Road also fell. I was accepted joyfully, to my great surprise. If only I had known that as soon as the notice had appeared! My two months on that line have been amongst my happiest on the SAR footplate."

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. Ixopo–Donnybrook (Stuartstown Railway) and the Union Bridge (Ixopo)–Madonela Branch.

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

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

Part 26. Natal Narrow-Gauge Motive Power.

Part 27. The Natal Narrow Gauge Preservation Group.

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

Richard Niven deserves a special mention for providing scans of pages from the late John Gilberthorpe's priceless diaries where the daily working over a two-month period on the line was meticulously recorded.

The following photographers and colleagues contributed photographs to this chapter:

Allen Duff; Allen Jorgensen via Dick Manton; Brian Couzens via Ashley Peter (RSSA Natal Branch); Bruno Martin; Dick Manton; Eugene Armer; Garratt & Robert Bucher (R L Bucher Collection); Glen Mills; John Gilberthorpe via Richard Niven; John Middleton; Leith Paxton; Les Pivnic; Roger Griffiths; THL via Yolanda Meyer.

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

Last but not least, thanks to my wife, Sarah, for typing the many pages of text for John Gilberthorpe's "Memories of the Umlaas Road-Mid Illovo Line".

Continuing Natal's two-foot gauge railways coverage, this chapter takes us to the Umlaas Road – Mid Illovo branch. This railway was a lesser-known line and, because of the early departure time of 05:30 Mon-Sat, attracted fewer visitors (spare a thought for the footplate crew that reported for duty at 03:15) and lacked the scenic appeal of the Estcourt -Weenen railway.

MID-ILLOVO RAILWAY – This is a 2ft gauge railway starting from the main line at Umlaas Road and terminating within a mile of Mid-Illovo central post office, hotel and store, the line being 26½ miles long. The line traverses some of the finest agricultural lands in Natal and induced by the prospect of having a railway; the farmers have recently greatly increased their operations so that there is now a very large area under maise and wattle cultivation, which latter appears to do very well, especially on the highlands. Tobacco has also been grown in the Umkwahumbi (Mgwahumbe) valley for many years with considerable success. The Mid-Illovo district is a healthy one, and throughout the year, the residents seem to find time for a vast amount of recreation in the shape of tennis, gymkhanas, flower shows, dances, etc. The Mid-Illovo Central Hotel is situated on one of the highest points in the district, about 2 600ft above sea level, and commands a magnificent view of the rugged scenery of the Illovo and Umkwahumbi (Mgwahumbe) valleys".

Quoted from page 119 in 1911 edition of 'Natal Province, Descriptive Guide and Official Hand-Book' edited by A H Tatlow, manager, Publicity Department, South African Railways.

HISTORY OF THE UMLAAS ROAD – MID ILLOVO RAILWAY

SURVEYS AND CONSTRUCTION

Researched and compiled by Bruno Martin

During 1901 trial surveys were made for a 3ft 6in gauge line from Umlaas Road to Cleveland (Eston) and then across the Umkwahumbi (Mgwahumbe) River to Mid Illovo, a distance of 27½ miles. With no significant obstacles to overcome, a route graded at 1 in 50 compensated for 500ft minimum radius curves was located as far as Cleveland (Eston), 17 miles. However, after that, the intervening countryside was far less favourable, and the grade needed to be increased to 1 in 30 compensated for the 10½-mile section across the Umkwahumbi (Mgwahumbe) River to Mid Illovo.

An alternative route was also investigated from a junction at Manderston, a station halfway between Umlaas Road and Thornville Junction on the Natal Main Line, which avoided crossing the Umkwahumbi (Mgwahumbe) River by continuing the line from Cleveland (Eston) via Stony Hill through the Amanzimtoti Mission to connect with the South Coast Line at Umbogintwini. Much of this route could be achieved by adopting a maximum grade of 1 in 50 compensated for 500ft minimum radius curves, although there were a few problematic sections to overcome through the Amanzimtoti Mission.

In February 1902, plans and estimates were prepared for the 'Cleveland Branch Railway', 17 miles long, running from Manderston to Cleveland Hill (Eston). However, the Legislative Assembly decided to wait until later that year before approving the Cleveland branch so that a survey for a 2ft gauge line from Umlaas Road to Mid-Illovo could be undertaken during the recess.

The surveyor tasked with the job was W H Grantham, the surveyor in charge, assisted by J Fleming, involved with the earlier survey for a standard gauge line. The route surveyed for the 2ft gauge railway produced a surface line with grades and curves that fit closely to the terrain's shape to minimise earthworks. Curves of 150ft minimum radius were proposed compensated on a gradient of 1 in 40 as far as Cleveland Hill, 1 in 35 compensated to Fairview and 1 in 30 compensated for the last 4½ miles before the terminus. The permanent way would be laid with 30lb/yd rails. Based on an estimated cost of £2 500 per mile, the 28½ miles of railway to Mid-Illovo Central Post Office would amount to £71 375 or, if carried on to Pinkney's Store, 4½ miles further, £82 375. A cost comparison with the earlier proposal to build a 17-mile long 3ft 6in gauge line from Manderston to Cleveland Hill amounted to £126 000 or £7 411 per mile revealed that a narrow-gauge railway was considerably cheaper to build than a standard gauge line.

Although the authority to construct a narrow-gauge railway between Umlaas Road and Mid-Illovo was granted under Natal Act 16 of 1906, another two years passed before any work began on the line. Pegging out the corridor was started on 20 November 1908 and completed by the end of March 1909. Construction of the line began at the beginning of July 1909, and by the end of the year, earthworks and masonry work were well advanced between Umlaas Road and the Mgwahumbe Valley. Descending from Umlaas Road, on an elevation 2 607ft, the line passed Killarney and Edinglassie to cross the Umlaas (Mlazi) River on a 200ft long bridge comprising five 40 ft spans which stood 30 feet above the water. From here, it was an uphill slog on a 1 in 40 grade around a horseshoe curve to Tala and then continuing on a steady climb to Eston, the only intermediate staffed station at 15 miles 70 chains and the highest point on the line on 2 619 ft elevation. From Eston, the railway wound its way around the slopes to Ripley, followed by a tortuous descent to the Mgwahumbe River, necessitating cuttings 20 to 26ft deep in places and a 35ft high embankment and culvert over Poortje Spruit. After crossing the river, another tortuous uphill slog to Ntimbankulu, then by draping the alignment around the slopes, the line passed Milford Halt and then on to the terminus at Mid-Illovo Central, 27 miles 31 chains from Umlaas Road on an elevation of 2 363ft. The minimum radius curve was 200ft and the largest radius, near Umlaas Road, was 900ft. A speed of 12 miles per hour was considered feasible for loads of 85 tons. Most of the line was laid with second-hand 45lb/yd rails released from the Greytown branch.

The original survey provided the branch line with four stopping places, one passing station, and a terminal station.

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

OFFICIAL OPENING AND COMMENCEMENT OF SERVICE

The Natal Witness reported on the official opening on 12 April 1911 that a party of guests left Pietermaritzburg by train at 9:15 am and arrived at Umlaas Road at 10:13. A special narrow-gauge train decorated with flags and bunting left for Mid-Illovo Central at 10:30 and arrived at the terminus about midday. The Administrator of Natal, C S Smythe, was on the footplate as the train came to a halt at Mid-Illovo Central station "to the sound of exploding detonators and cheers from the waiting crowd".

The May 1911 edition of The South African Railway Magazine on page 1252 reported on the opening: "The recently completed narrow gauge line which branches off the Durban-Maritzburg section from Umlaas Road to Mid-Illovo was opened to traffic on 13 April. The line is twenty-seven miles long and will probably become an important feeder of the main line, as it passes through promising farming and wattle and maise growing district, the ensuing development of which will, it is hoped, soon require and justify a train service more ambitious than the train per day with which a start is being made".

The closing paragraph read: "Altogether, therefore, the venture is an economical one, but considering the prospects of the district, in which there are already several well-established farms and large wattle plantations ready for stripping, and in which, besides Government has a large contract to plough land for further wattle culture, it may be confidently expected that the day is not far distant when requirements will necessitate increasing the present modest rolling equipment of twelve open trucks, two cattle trucks and four passenger coaches".

STATIONS, HALTS AND WATER STOPS

Station/halt Distance from Height above

Umlaas Road sea level

Miles chains feet

Umlaas Road 0 2607

Killarney Road 3 53 2525

Edinglassie 6 67 2174

Water tank 8 54 2050±

Tala 9 67 2087

Eston 15 70 2619

Ripley 19 47 2408

Water tank 21 69 2200*

Harries Siding (556) 21 70 2200*

Ntimbankulu 23 74 2435

Milford 25 66 2286

Mid-Illovo 27 31 2363

Source: 1965 Working Time Book No.202.

Ripley elevation given as 2308ft on public timetables should read 2408ft.

± Estimated height based on 1:50 000 scale topographic map 2930DC/1968.

* Estimated height based on 1:50 000 scale topographic map 2930DC/1968.

TRAIN SCHEDULES

The May 1923 timetable shows an afternoon departure from Umlaas Road at 2:40 pm and arrival at 5:32 at Mid Illovo (Central) on weekdays. It can be deduced from this schedule that the crew was stationed in Mid Illovo (Central) because the service left Mid Illovo (Central) at 9:30 am, reaching Umlaas Road at 12:40. The November 1923 schedule had the departure time from Umlaas Road moved back to 4:00 pm with arrival in Mid Illovo (Central) at 7:03. The morning departure from Mid Illovo (Central) was moved forward to 07:25 with arrival at Umlaas Road at 10:46.

The timetables from 1929, 1944 and 1950 show that the schedule consisted of one return service on weekdays starting from Umlaas Road. During this period, trains were booked to leave Umlaas Road at 06:35 (1929), 06:06 (1944) and 06:55 am (1950), arriving at Mid Illovo (Central) at 09:28, 09:13 and 09:45 am, respectively. The return journeys started 30, 40 and 35 minutes later at 09:58, 09:53 and 10:20 am, arriving back at Umlaas Road at 1:08, 1:11 and 1:26 pm, respectively. All services conveyed first and third-class passengers.

By 1966, SAR Road Motor Transport (RMT) conveyed third-class passengers between Umlaas Road and Mid Illovo (service No.6072: Betty's Farm-Mid Illovo-Pietermaritzburg-Durban). However, limited first and third-class passenger accommodation was provided on the following goods trains, when run:

05:30 Exc. Su Umlaas Road – Mid Illovo.

09:15 Exc, Su Mid Illovo – Umlaas Road.

The early departure time of 05:30 am from Umlaas Road in 1966 was retained right up to the railway's closure in 1985.

WTB/BTB 202, effective 6 December 1965, page 196

MOTIVE POWER

Although there is no official record, it seems probable that one of the Class NG3 locomotives from the Esperanza-Donnybrook line was employed for the construction of the Umlaas Road-Mid Illovo Central branch. Six 4-6-2T locomotives designated Class NG3 and later numbered by the SAR as NG4 to NG9 were supplied during 1907/08 by Hawthorn, Leslie & Co., Newcastle-on-Tyne, England. (Works numbers 2687-2692). Unfortunately, I could not make copies of the photographs published in The Natal Witness on 14 April 1911, "Scenes at the Mid-Illovo Railway Opening", which featured an image of the special train about to leave Umlaas Road. Therefore, the identity of the locomotive that hauled the special train at the official opening on 12 April 1911 stays unknown. The Natal Witness pictorial coverage also included images of the Umlaas River Bridge, the Mgwahumbe River Bridge, and the terminus at Mid-Illovo Central. The name of the terminus, Mid-Illovo Central or Mid-Illovo (Central), appeared in the public timetables and diagram of stations and sidings until 1940, after that as Mid Illovo.

The locomotive allocation table compiled by Leith Paxton shows NG4 Nos.12 & 13 were assigned to work on the Umlaas Road-Mid Illovo branch from April and May 1913, respectively. On the same allocation table, the first Garratt to work on the branch, NG/G13 No.49, is recorded to have been allocated from November 1948 until 1952. From the early 1960s, NG/G13 Nos.58 and 59 were the regular locos on the line – the former worked continuously on the line for 23 years while the latter spent 14 years. No.59 was observed in December 1972 straining up to Umlaas Road at a walking pace with a full load (25 bogies) of timber and sugar cane.

The 1976 locomotive allocation table published in SA RAIL lists NG/G13 Garratts with running numbers 58, 59, 60, 77 & 78 assigned to work the Umlaas Road – Mid Illovo and Estcourt – Weenen branch lines; these locos being circulated between the lines with three allocated to the former and two to the latter. When John Gilberthorpe was the regular driver on the Umlaas Road – Mid Illovo line during March and April 1976, he named No.58 'Daisy'; No.60 'Susie' and No.77 'Sarah'.

The RSSA Natal Branch's application in 1981 to the Natal Regional Manager to run a 'Christmas Braai and Father Christmas Special' from Umlaas Road to Eston resulted in what appeared to be an effort to discourage anyone from running an excursion train by pricing it out of reach. A follow-up letter to the General Manager in Johannesburg saw the price halved, making the 'special' a possibility, but the response from the Natal Regional Manager's office threw a spanner in the works by claiming there was no staff available to run the train on a Saturday*. That put paid to running the 1981 'Christmas Braai and Father Christmas Special'.

*It appears that by this stage, trains were operating from Monday to Friday only.

The RSSA's 1982 application to run a 'Braai Special and Christmas Tree Party' train from Umlaas Road to Eston was successful. However, as a trade-off, Friday's train was cancelled to allow the RSSA's special to run on Saturday, 27 November 1982 from Umlaas Road to Eston and back for the princely sum of R208 – more in line with the standard fare. Although there were only 32 seats available, the train had close to 50 passengers on board; it was the largest group so far to travel on the train. The previous largest group was 27 overseas visitors several years earlier. Departure was scheduled for noon from Umlaas Road and the return journey from Eston at 4 pm.

The day dawned damp, dull and miserable – typical Natal weather. NG/G13 No.58 was used to haul three DZs full of fertiliser in plastic bags, the 1st and 3rd class half passenger/ half brake van, and two spare brake vans, with only one providing passenger accommodation. An invitation to join the trip was extended to the Natal Regional Manager, Mr W J Mitchell. In his place, Mr Gronum, a SATS senior manager, accepted the invitation. The station building and surrounding gardens were given a thorough inspection by all, much to the delight of Mr Wright, the clerk-in-charge, who was eager to display his railway memorabilia. Dating back to the days of the NGR, a round-faced clock with large roman numerals was hanging on the office wall - still keeping perfect time - a locomotive whistle was used as a paperweight, and a Queen Victoria bench stood under the station awning. But all too soon, the drinks and food were consumed, and it was time to start the return journey to Umlaas Road. Some hardy passengers, who wanted to be closer to the action, boarded the empty DZ wagon behind the loco donning umbrellas and mackintoshes, much to the amusement of the local populace who waved as the train passed. After crossing the Mlazi Bridge, a stop was made at the Tala tank to replenish the loco's water tank before tackling the 1 in 40 grades to Umlaas Road

In July 1982, NG/G13 No.58 was seen at Umlaas Road painted black with a red frame, while No.77 was in a light blue livery. According to Peter Bagshawe's article 'UMZINTO NARROW GAUGE WORKINGS 1980 -1984' published in SA Rail, 2012, Vol.50, No.2, page 36, NG/G16 No. 126 was on loan from the Umzinto Shed for 131 days starting from 23 July 1982 to replace NG/G13 No.77, which had gone to the Pietermaritzburg Mechanical Workshops for a routine overhaul. After that, NG/G16 No. 126 was permanently allocated to the Umlaas Road-Mid Illovo Railway from 1 December 1982.

The steam locomotive allocations at the depots on 31 October 1983 published in SA Rail, Issue 6 of 1983 lists NG/G13 Nos.58 & 60 and NG/G16 No.126 at Umlaas Road.

Locomotive movements reported in the 1984 June/July Natal Newsletter stated that NG/G13 No.58 was moved to Estcourt for staging following the expiry of its hydraulic certificate. In exchange, NG/G13 No.77 returned to Umlaas Road from Estcourt, while NG/G13 No.49 was brought in from Port Shepstone to Umlaas Road. NG/G16 No.115 was transferred from Umzinto to join the trio of NG/G13s Nos. 60, 77 and 49. NG/G16 No.126, previously on loan from Umzinto, underwent a heavy overhaul at Pietermaritzburg Mechanical Workshops and, after receiving a Windsor-green livery, was transferred to Port Shepstone to serve as a 'Banana Express' locomotive.

CLOSURE

From the early 1970s, the regular service was advertised in the public timetable as:

Passengers between Umlaas Road and Mid Illovo are conveyed by Road Transport. See Road Transport Timetable.

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

05:30 exc. Sun., Umlaas Road – Mid Illovo

09:30 exc. Sun., Mid Illovo – Umlaas Road

Goods on the outward bound journey consisted of fertiliser, farm requirements, and livestock, while inward timber and bark were the chief goods. In the late 1970s, a farmer spent R40 000 installing a private siding at Eston.

As news filtered through, the Umlaas Road-Mid Illovo narrow-gauge branch was next in line to get axed; a meeting was convened on 1 April 1984 by members of the Natal Branch of Railway Society of Southern Africa (RSSA). The meeting's purpose was to form a narrow-gauge preservation group tasked with saving narrow-gauge railway rolling stock operated by the South African Transport Services (SATS), the sugar industry estates, and on industrial quarries and mines. It was a matter of utmost urgency to act following the Estcourt-Weenen Railway's closure, the Umlaas Road-Mid Illovo Railway's imminent demise, and the cutting up for scrap of the few remaining vehicles scattered around the sugar estates in various stages of decay. Accordingly, a steering committee was elected in the interim to take on the task.

A public meeting to discuss the Umlaas Road-Mid Illovo branch's closure was held at Van der Merwe's Hotel at Umlaas Road on 9 April 1984, starting at 11:00 am, at which interested parties were invited to voice their opinions. In attendance was a delegation from the South African Transport Services (SATS) comprising Dr G J S Coetzee (Assistant General Manager, Commercial) and the Natal Regional Manager, Mr W Mitchell. In addition, a delegation from the Natal Branch of the RSSA was appointed to attend the meeting.

At the meeting, Terry Hutson, chairman of the Natal Branch of the RSSA, handed a formal proposal to Dr Coetzee detailing a plan to preserve a section of the Umlaas Road-Mid Illovo branch as a national heritage project and to develop its potential as a tourist attraction. ¹ A follow-up meeting between representatives of the tourism businesses, farmers and SATS to decide the future of the branch line was scheduled for 19 June. ²

The September/October 1984 edition of SA Rail on page 11 reported that the Umlaas Road-Mid Illovo branch had received a six-month reprieve. During this time, the traffic would be closely monitored, and the branch's viability would be assessed at the end of this period.

The RSSA's Natal Branch operated on 1 December 1984 their annual (and last) 'Christmas Braai and Father Christmas Special' from Umlaas Road to Eston and back. The train carried 87 passengers – an all-time record for the line.

In the 1985 January/February issue of SA Rail, the 'Region Roundup' column reported that the line was the busiest of all Natal narrow-gauge lines over the Christmas period, with trains running on most days.

Sadly, the RSSA's valiant attempt to save the branch line failed to gain support from the farmers, and SATS would not be deterred from closing down the loss-making railway. On Saturday, 23 February 1985, a large contingent of RSSA Natal Branch members made a farewell journey to commemorate the railway's passing. Later in the week, on 28 February, the branch closed officially, although the last special, a 'Farmers only' train, was run on 9 March, bringing 74 years of uninterrupted steam-worked service to an end.

EPILOGUE

A report in the 1987 January-February issue of SA RAIL noted that removing the rails on the former Estcourt-Weenen and the Umlaas Road-Mid-Illovo branches had been completed. All wagons on the latter had been sold to scrap merchants and cut up on site. At the time, only a few 'G' wagons had remained at Umlaas Road, but no mention was made of NG/G13 No.49 and NG/G16 No.115 left stranded on remnants of the track on site. In the 1990 July-August issue of SA Rail, it was reported that action was finally taken to salvage NG/G13 No.49 and NG/G16 No.115, which had been extensively vandalised. Preliminary work had been done to prepare the locomotives for the move to Springs. However, while NG/G16 No.115 was sold and exported to the Exmoor Steam Railway in England, NG/G13 No.49, a historically significant locomotive, languished at Springs depot for 12 years to give the branches of a large tree enough time to engulf the locomotive. In May 2002, a team from Sandstone Heritage Trust arrived to rescue the locomotive, and it has since been restored and was reported to be in working order since 2004.

After removing the locomotives from Umlaas Road, all remaining narrow gauge structures, including the water tank, coal stage, loading ramp, locomotive shed, were demolished and all narrow-gauge track lifted. Once the site was cleared, the Civil Engineering Department remodelled the standard gauge layout at Umlaas Road. Apart from the remaining trackbed, there is now little to indicate the existence of the narrow-gauge line. Mid Illovo's station building was dismantled and moved to the Pineville Junction Historic Village, corner of Stapleton & Josiah Gumede (previously Old Main) Roads in Pinetown.

It is unknown how many of the old iron bridges remain in situ, some of them being NGR girders first used on the old Natal Main Line. However, observations on Google Earth Imagery reveal that both bridge structures over the Mlazi and Mgwahumbe appear to be still in place in April 2020.

We are indeed fortunate to have a detailed account of the line's working over a 2-month stint penned by the late John Gilberthorpe. His account is reproduced with acknowledgement to SA Rail.

MEMORIES OF THE UMLAAS ROAD TO MID ILLOVO LINE

6 March - 23 April 1976

By John R. Gilberthorpe

John leaning out of the cab of NG/G13 No.58 "Daisy"

In early 1976, as a passed fireman at Greyville, I observed that a notice had been posted asking for a driver to relieve on that line for some time, but there were obviously no takers. The months went by, and still, the notice had remained. So, somewhat tongue in cheek, I went to the loco foreman, 'Snowy' O'Neill, one day and asked if they would consider a passed fireman to drive there. To my surprise, he seemed very pleased and immediately picked up the telephone to call his counterpart at Masons Hill, the famous Mr van der Merwe, who was in charge of that depot in its heyday of Garratt working, and under whom Umlaas Road also fell. I was accepted joyfully, to my great surprise. If only I had known that as soon as the notice had appeared! My two months on that line have been amongst my happiest on the SAR footplate.

I set sail in my trusty Hilux and booked in at the Mandalay Hotel, a beautifully secluded place just like a guest farm situated on a dirt road off the road down to Amanzimtoti from Umlaas Road, set deep in the lovely countryside with stables, a swimming pool etc. included, near to Killarney Road siding on the narrow gauge, which crossed the dirt road on the level. Here I remained until my return to Durban, the owners being exceptionally friendly and making me most welcome, packing a superb tin of food also to take with me each day.

We had NG/G13's numbers 58, 60 and 77 when I was there during March and April 1976. There was only one crew, and my young regular fireman was Nik van Staden, who lived in the railway houses alongside the station. He was a grand, fun-loving chap with whom I got on excellently and with whom I corresponded long after he became a diesel assistant at Greytown. He always said if I had remained at Umlaas Road, he would never have wanted to transfer to Greytown and would have stayed put. So we unofficially 'christened' each little Garratt; No. 58 is "Daisy", No.60 being "Susie", and No.77 "Sarah" and would refer to them as such. The practice was to draw the fire after completing each trip and for the Zulu firelighter to draw the engine up each morning in time for our 03h15 booking on duty at the signal box. As a rule, one engine per week was used from Monday to Saturday, with our shunting it into the tiny shed for a washout on Monday by the Masons Mill staff. A fitter came each Saturday to do any repairs booked by the driver, but the driver would have to attend to any running repairs during the week, obtaining a voucher from the stationmaster to cover his time. On Sundays, there was no regular train service, and the driver would come in for three hours and do washout lubrication on the Garratt, which had been washed out the previous Monday.

The descent into the NG/G13's shed was about 1 in 20 or steeper, and you had to ensure that the NG/G13's steam brakes were in good order before attempting the descent with an engine secured behind her for boiler washout. The reverser would help, but extreme caution would have to be exercised. There was an extension terminating in a stop block at the other end of the shed, which crossed what had obviously once been a turntable pit on high 'stilts'. This was useful for doing repairs underneath the Garratt. Sandboxes were filled by the Zulu firelighter, and the engine for use the next day would be left beneath the hand-operated coal stage and by the water column. There was also a small ramp for loading the little Garratts onto a 3'6" gauge flat wagon for transfer or transport to and from the shops should this be necessary and a store that obtained many spare parts to which the driver had access. The toolboxes carried on each engine were also plentifully stocked, and stores of oil and grease lubricants were put out each morning by an Indian storekeeper.

Characteristically the three engines were different. No.58 was exceptionally strong but could be a little 'tighter' for steam than the others. She was the only one of the trio still carrying her original chimney. No.60 had 'hollow' coupled wheels on the front engine and slipped at the slightest provocation but steamed well, while No.77 was a fine 'all-rounder' and steamed and held her feet well but could be a little heavy on water. These two had the less attractive adornment of a 'peashooter' style chimney.

Driving down the deserted dirt road from the Mandalay [Hotel] at 3 am, my truck would occasionally be stormed by two huge dogs that looked like wolves. After booking on, one hour's preparation time was allowed for, and as I counted 54 oiling pins on these two small engine units as well as Marfak nipples on motion pins and valve gear, it was certainly needed! They all had to oil boxes, and of course, the fireman had to fill two lubricators with valve oil (one each for the front and back engines), on top of which he had his other duties. Another hour was allowed for making up your train, which always included the passenger coach composite with guard's van and baggage space and the 'wayside' covered truck, containing tranship traffic en route and for Mid Illovo. Although classed as goods, the train was far more like a 'mixed' with many African passengers joining at halts and sidings to buy and sell their wares and provisions in Mid Illovo. The railway bus service did not really provide an equal service for these people. Now and again, a white passenger would travel, principally enthusiasts on Saturdays. The narrow gauge still possesses bell buffers and link and pin style couplings; of course, anyone coupling up vehicles etc. carries a stick called a link lifter to lift the link before it is inserted in the bell buffer and the pin dropped 'home' allowing greater flexibility on tight curves and undulating gradients than the standard automatic coupler. Umlaas Road is at an altitude of over 2600 feet above sea level, and it could get mighty windy and chilly up there. Coupled with apparent water in the paraffin, preparing the little Garratt out in the open could test your patience as at 03h30, the blessed flare lamp flame would continually flutter, blow out and plunge you into darkness for the nth time, just as you were trying to negotiate the oil box lid-lifter into position or pouring oil into a coupling rod bush oil well. The engine stood out in the open as the tiny shed held only the one washout member of the class.

After making up your load, the statutory 15 minutes for creating a vacuum on the train was allowed before the booked departure at 05h30. Outward bound traffic usually consisted of fertiliser, farm requirements, general traffic and now and again prize livestock and empties, while inward, wood and bark were the chief freight with livestock to a lesser extent. There was some sugar cane traffic in the season, but much had been lost to road transport. Transportation from the 2ft gauge vehicles to the 3'6" gauge at Umlaas Road was done manually with African labour, and we shunted the wagons alongside the transhipment bank before going off duty. This was accompanied by much rattling and clinking of couplings. A carriage and wagon examiner was stationed at Umlaas Road for the narrow-gauge and a couple of extra passenger vehicles, which were never used and seemed a permanent fixture. Once weekly (Wednesday), a permanent way inspection motor trolley would run the length of the line (about 27⅜ miles) in both directions. The only intermediate station at Eston was staffed by a clerk, Aubrey Wright, and Mid Illovo had a station master Otto Paul ('Oom' Otto), who would exchange messages with Umlaas Road signal cabin for the passage of the train on the Telegraph orders system. Strangely, whereas the Port Shepstone and Umzinto systems are worked by Wooden Train Staff and Paper Ticket, Telegraph Orders was the method of working to Mid Illovo. An SB (Section Blocked) order would be issued for any subsequent trips to Eston to pick up a load there; otherwise, a standard (A Order) Station to Station was issued in every other case when I was there. The motor trolley would always be crossed at Mid Illovo when it ran. The guard carried a field telephone, which could be hooked onto the telephone wires using a long pole. All trucks were bogie vehicles, and one of these full of traffic would more or less fill a four-wheeled 'short' truck on the 3'6" gauge.

The line ran through beautiful, peaceful, and somewhat remote countryside and was sadly underrated by enthusiasts. Very few bothered to visit, but those that did were never disappointed. It was a happy, friendly little line and seemed so far from the bustle of the outside world. The only thorn in our side was the guard, a rather dour, taciturn, cantankerous man who growled rather than talked, a fellow English-speaking chap. There was also an old, friendly Zulu tranship porter who would trim the coal on our small engines besides his regular duties. One of his specialities was to move from truck to truck after trimming coal on Edinglassie bank, climbing over the bogies of wood on his way back to the guard's van, as we struggled up a 1 in 40. The coal supplied was usually screened small and filled the firebox with ash rather than clinker, often burning through. A full load was about 200 tons, and anything in this region required hard work and a great deal of skill on the part of the crew.

Upon leaving the yard at Umlaas Road, (the narrow-gauge had no platform), situated alongside the main Durban-Pietermaritzburg-Johannesburg electrified line (which itself split here into the old original NGR line via Thornville and the newer direct route via Ashburton), the line climbed steeply onto a level above the Thornville line and followed it. This could produce the first fun of the journey, especially with No.60; if the rails were damp with early morning mist or dew, you would quite quickly slither to a standstill here. The view down into the valley to your left, into which we were about to descend, was beautiful in daylight, but at 05h30, it was non-existent, of course. After following the Thornville line for quite a distance, the narrow gauge gradually paired off and descended steeply at 1 in 40 into the valley below. With a heavy load of fertiliser, the driver had to be on his mettle here and keep the train strictly under control with the vacuum brake. A horseshoe curve then reversed the direction, and yet another curve brought the line onto its southerly course into the valley. Coming upgrade with a full load, this curve and the horseshoe could baulk your progress dramatically, and more than once, I had to set back to charge this, especially with "Susie". I have only seen three leguaans in my life, and two were on this line and one at Nyoni on the Natal North Coast, all three from the footplate of the steamers.

I saw one at this very curve where it tried desperately to escape up the bank and fell alongside the 2ft rails. Our NG/G13 pounding uphill in the afternoon just missed it, and it cowered between the train and the bank until we had gone slowly past. We were still descending through open green fields and past a farm dam from which dead trunks and branches from partially submerged trees projected and were covered in white 'tick birds' (cattle egrets) in the early mornings. The mist mysteriously blanketing hollows of the gradient then begins to climb and level out to the tree enshrouded siding of Killarney Road. Any business was rarely done here, although now and again there were passengers, and once we picked up sugar cane wagons on our way to Umlaas Road. Over the dirt road to the Mandalay Hotel, the line again descends at 1 in 40 into the beautiful valley, and everything was so remote and quiet. There is a horseshoe bend in a cutting some way down, so I always reduced the train's speed considerably in case the sides had collapsed over the line as the cutting had an evil reputation. More often than not, early in the morning, it would be filled with guinea fowl, absolutely carpeting the line and running in all directions upon our unexpected intrusion. When blasting uphill, at a lower horseshoe bend, you would notice the guard's van and rear of your train going in exactly the opposite direction to the engine. The line continued to descend, mainly at 1 in 40 over a dirt road where African huts and an African school were situated (the children would come down to watch you struggling back uphill in the afternoon and would wave furiously) and down through the high rock cutting to Edinglassie. Again, the guinea fowl would carpet the track as we crossed a small bridge over the neck to a farm dam at Edinglassie siding, the cold mist covering the lake like snow. Occasionally there would be a little traffic here too. The line descended through a cutting at 1 in 40 and down into the remote valley. The little Garratt and her train would be bowling along nicely here and once; Nick, in his impish way, called out "Whoa, whoa" on one of the curves. When he saw me apply the vacuum brake, he confessed that there was nothing there, grinning wickedly, and then I soundly cursed him for his nonsense. Ever since we knew that bend as 'Whoa, Whoa curve'.

At last, reaching the valley bottom in a cutting well above the Umlaas River, there was a large concrete water tank situated high up on the cutting side. Upon our return, Africans would disembark and go to the tank. This tank was protected by large diamond-shaped watering boards at 800 metres on each side, situated alongside the line and a none too common sight on SAR tracks. A leather water hose led water into our NG/G13's front tank, supported across the gap by a wooden plank tied to it. Nick would clean the fire here, and I would take water. A wasp's nest was built just below the water valve handwheel, and great care was taken not to anger them. My wicked fireman would wait until I got the water bag in the tank, opened the water, and then let fly with the water from the spray pipe or a lump of coal. The wasps would rise angrily, and I made a dash for the coach for protection while he swung the spray pipes around, spitting boiling water to ward them off. This was a most beautiful place but meant building a good fire and a full boiler of water before starting in either direction, as it was a long uphill slog at 1 in 40 northbound to Umlaas Road or southbound to Eston. The shovel on the narrow gauge Garratts has a shortened handle and blade, and the 19 square feet of grate area is situated quite deeply in the firebox. The fireman uses two hands on the shovel to build up his fire while standing or rolling downhill and fires with one hand while pulling uphill on a substantial fire while working the sliding fire doors with the other hand. If the coal has been correctly fired, the smoke should darken at each shovel shot from light grey to thick black over about five shovelfuls at each round and be replaced regularly as the smoke thins. The injector should be started and set fine to maintain the boiler water level.

Leaving Tala tank, as it is called, we crossed the Umlaas River on a high spindly bridge looking straight down into the water. We should pick up our Indian pumper on the way back. What a superb spot for photographs this was, with lovely trees behind. I would put the Garratt at it here to surmount the rocky bluff on another horseshoe, climbing at 1 in 40 with a fierce Garratt beat which would not disgrace a mainline engine. Tala was on top of this bluff, and we usually got a good complement of passengers here and often had traffic. Our guard once forgot about a truck of two prize bulls to be off-loaded at Tala, so I had to send Nick back to remind him. Virtually no time was allowed for shunting at intermediate places, which often caused late arrivals at Mid Illovo and Umlaas Road. It all works out efficiently on a timetable plan in the System Office, but it is quite another matter in reality. We always carried thick strands of asbestos regulatory packing in the toolbox for the double beat regulatory glands in the cab.

Despite getting 'right aways' from the guard at intermediate halts, if we saw Africans running for the train, we would wait for them, as this was their only daily contact with civilisation. They would often then reward us for disembarking on their journey home by giving us an apple, tomato or something similar, each as a token of gratitude. There was always a friendly attitude, but you wouldn't have thought so to see our guard's disgruntled expression. He always appeared to have lost R10.

From Tala, it was a long slog up an open hillside with a gradually increasing view of the valley below and mainly at 1 in 40. Bunker-first running was the order of the day to Mid Illovo and chimney first towards Umlaas Road. The back sand was worked by a long steel rod at the back of the cab, which ran alongside the bunker. Despite much wriggling, it often lets you down at critical times, and you really needed it on this long drag up to Eston. The fireman worked hard and could offer little help except packing ballast on the rails if you slipped to a stand and all else failed. The guard may also be persuaded to help in desperation, when climbing in the opposite direction from Tala tank to Umlaas Road, with a second trip, a full load of wood from Eston to the interchange point, with night having fallen and dew and mist covering the rails, with the front sand playing up, (this was worked by steam from a four-way cock in the cab). A very sharp left-hand bend in the track took you round the shoulder of the hill, still climbing at 1 in 40. The old guard would be trying to eat his breakfast here, while No.60 would be administering uneven tugs to the train between bouts of slipping. Over the top, past African huts and then downhill and curving around a copse of trees to again necessitate a thrash up the final climb to the tar road level crossing at the entrance to Eston Station with the whistle shrieking loudly. Nick would go to the café here on the journey back to buy us fresh milk. Aubrey, the clerk, always came to greet us and once clapped his hands when we actually arrived on time! There were several sidings here as well as a column and ash pit, and of course, crossing facilities. This was the principal intermediate station, allowed a pitifully ridiculous few minutes on the timetable to shunt and use loco facilities. Needless to say, it was always exceeded! Nick would often look for worms in the soft ground for his fishing while we shunted, and then it was time to clean the fire and take water. I would usually clean the fire here, but my wicked mate once did something unmentionable on the hot ash and clinkers while cleaning the ashpan and filled the confined cab space of the Garratt with acrid sifting fumes. I left the pricker half in the firebox, leapt out and pelted him with wood off-cuts which were always lying around, as he took to his heels laughing heartily. Eston was where loads would often significantly decrease on the journey out and increase on the way home. There were rumours of starting up a charcoal production plant here about the time I was there.

There was a sharp pull out of Eston through some woods and round a sharp right-hand curve to descend to the dip, which we called 'bok draai' or goat curve. Every day, without fail, a large shaggy goat and a much smaller companion would find that the grass was much greener on the railway track here. A series of sharp pops on the whistle would set them trotting off over a small culvert and across the grass to the safety of the Zulu huts behind a broken-down wire fence near the trees. They would then stop and stare insolently at us as we sailed past. After rounding goat curve and climbing through another right-hand curve, we would ascend to the summit in the fields where views could be had down into the valleys, into which we were about to descend. A lovely quiet atmosphere prevailed in this fine scenery, and as we descended steeply to cross another dirt road, a clump of beehives was visible on the right. After crossing this road, the tiny siding of Ripley was found to be hiding amongst the trees, and it was here that we sometimes did business and even managed some passengers. There is a steep descent from Ripley at 1 in 40 through pine woods and across another dirt road, which gave a motorist no opportunity to see if a train was approaching, so a long crow on the whistle was necessary. Far below nestled Butler's Farm in a bower of trees, and I always used to think what a lovely place to live in, deep in the valley beside the river. Descending through cuttings at 1 in 40 now having left the pine woods and passing decorated Zulu huts, the line did a complete turn in a cutting on a sharp horseshoe, so woe betides if your train was not under control! A tributary of the Illovo River was crossed on a short, spindly bridge with a view straight down into the water. Our seats would be swung outside the cab more often than not, but there were two folding seats inside also. Butler's Farm usually produced some custom at a non-official halt, and from there it was a continual 1 in 40 curving slog through cuttings with overhanging plants (in between breaks in firing, Nick would shower me with clumps of these plucked from the cutting side as we hammered uphill, and he got them back too, in no small measure). Passed woods, the line climbed and twisted, then over a dirt road crossing to a summit at Ntimbankulu, with a sawmill where trucks loaded with wood were often picked up on the return journey, and empties put off outwards. Post bags were collected and put off at most of these sidings and halts, so the little line served the community in no small way. From Ntimbankulu, it was down across the fields over the dirt road and whistling to the pupils of a small African school on the left, where we always got a series of waves. Still descending, the line rounded a lake on the edges of which there was a settlement of African decorated houses.

There was an unofficial halt here to collect passengers, and it was known to us as 'Mooi Maid Halt', after a particular strikingly good-looking Zulu maiden, who often boarded here! After this, it was off through pleasant country, round curves and through the trees to Milford where, when returning, occasionally a truck of bark or timber would be picked up, and corresponding empties left. After Milford, a descent to a sharp left-hand curve and curving to the terminus at Mid Illovo. Before the ascent to Mid Illovo, it was near this curve that I saw my second leguaan, fleeing down the track before our Eston-bound train, then into the water below the track. An old Zulu shepherd looking after the animals would often hail to us from the fields here, and we would often drop off sandwiches etc., for him. Later he became more demanding, wanting tobacco as well, which we brought specially, being non-smokers.

At the top of the climb, a sharp right-hand curve brought us into Mid Illovo, where Oom Otto, the stationmaster, would bring us in with his green flag. There were the remains of a one-time triangle here, and after taking water and cleaning the fire, we went over to the station, where the stationmaster never failed to have our cups of tea waiting. After a chat, we would return to the engine and visit the store across the road before making up our train to return. Otto had a plot of land alongside his station house and grew many things, living a real country life. He always seemed happy and contented.

Before my arrival, Masons Mill drivers travelled daily by road to Umlaas Road to work the train, after the departure of the regular driver, Labuschagne, to Germiston. The other driver from Germiston, with whom he had changed, showed a distinct reluctance to come to Umlaas Road, and in fact, was never really at home thereafter; he took over from me. This indifference was a great pity as it is this sort of attitude that has obviously led to the line's downfall. Nick van Staden and I were always willing to fetch a second load from Eston on many occasions and sometimes worked from 03h15 until 22h15 and were back on duty the next day at 03h15. On one occasion, I forgot to have the 'SB order' cancelled on returning to Umlaas Road and, having left it in my other jacket pocket at the hotel, had to dash back the next morning to retrieve it before our 'A order' could be issued the following day. Once No.60 failed with the regulator stuffing box blowing badly into the cab, and we had to hurriedly drop the fire and light up No.77. The train was booked to return to Mid Illovo at 09h30 (it rarely did) and arrive at Umlaas Road at 12h40. On this occasion, when I was still learning the road, we didn't sign off until 17h30. On the 1 in 40 banks, these powerful little engines with a heavy load would do wonders on 40% to 45% cut off and about three-quarter regulator. No.58 would outshine them all, providing boiler pressure was maintained. I had a particularly good trip on 11 March 1976 with No.77 when, with strident exhaust, she lifted 198 tons for 56 axles up the long slog from Tala Tank to Umlaas Road. I would always give the Mandalay a series of tugs on the whistle at their crossing, and sometimes they would be at the intersection to watch us forge uphill.

On 15 March, the slippery No.60 did well with 183 tons for 52 axles from Eston. She had an extension fitted to her regulator handle, which I found more awkward to work. On my test trip with Loco Inspector Nortje, whom I knew from Durban as running foreman at Bayhead, No.60 slipped to a stand leaving Umlaas Road and on the sharp curve leaving Tala Tank also, with a heavy load of fertiliser. To make matters worse, it had been raining. I gained my road certificate. She also slipped to a stand on the sharp curve on Tala bank, rounding the shoulder of the hill but coming back, behaved herself with a full load, so all was forgiven. The guard and fireman would help pack ballast on the track in these circumstances. Sometimes we would set back at Tala Tank and rush the bank in both directions, as there is no doubt that increased speed would combat slipping. On 19 March, old "Susie" excelled herself by bursting one gauge glass and climbing Ripley bank on the journey home, the left injector steam valve stripped, meaning that we couldn't shut the steam off. We galloped along to Eston with steam shrieking in an ear-splitting howl from the overflow pipe, and there we shut off the whole turret, removed the steam valve, packed it with washers and the detonator box lid and replaced it! It worked, and after opening the turret, we continued on the right injector and replaced the defective steam valve at Umlaas Road with a good one from one of the other two Garratts.

On the weekend of 20/21 March, heavy rains caused suspected washaways, and we ran very cautiously. For once, Nick was not crying 'wolf' when he said, "Whoa, whoa" at the horseshoe cutting between Killarney Road and Edinglassie, which had collapsed over the track. The field telephone brought out the gangers who eventually cleared it, and we went cautiously on with old "Daisy". A huge rock lay on the track in the rock cutting approaching Edinglassie. I almost brought 58 to a stand, and she just brushed the rock with her cowcatcher. It took all of our combined strength to roll it out of the way. Another landslip and tree over the line between Milford and Mid Illovo delayed us another three and a half hours, and we eventually pitched up at Umlaas Road at 17h45 instead of 12h40, having been 15 hours 30 minutes on duty. The next day 58 broke a lubricator pipe to the main steam pipe on the rear engine, and I fitted a replacement upon our return. There is not much room to creep in beside this hot pipe, and I didn't dare turn my head once for fear of taking the skin off the side of my face! We had also taken a truck with ballast to near Ntimbankulu to rectify a sag in the track caused by the heavy rains. Old 58 was certainly strong and would take the steep pull up through Edinglassie to Killarney Road and Umlaas Road at about 40% cut off and part open regulator with 12 bogies of wood and the van. The reversers on these narrow-gauge Garratts are not power-assisted steam reversers as on most 3ft 6in gauge engines, but they are much more sensitive and accurate than their 'main line' counterparts, and the cut off is much easier to set the requirements of the driver. Towards the end of that week, 58's steaming had deteriorated a little but not seriously, and the expansion gland on the back main steam pipe near the 'T' piece joint to the rear engine's cylinders had started to blow quite strongly.

"Daisy" (named after the notorious Daisy de Melker) delivered her 'coup de grace' on Friday. Nick had almost thrown the fire out at Tala tank while cleaning it on the way out, which by the time we had got burning again and, on our way, had landed me with a 25-minute delay docket (which was explained by 'drop grates out of the socket'). That is one thing about a steamer: there is always a store of reasons why delays can occur, and if sensibly explained, nothing more is heard about it. We would always pick up several dockets from "old misery in the van" on the extra runs to Eston if No.60 were employed and mist-enshrouded the countryside on our return to Umlaas Road, causing slipping to a standstill. On that Friday, just after surmounting the sharp pull of Eston through the woods, there was a clunk and a bump as though old 58 had run over something. She had. On stopping to examine, I noticed that the engine's rear left side driving axle box keep plate had fallen off, and she had run over it, bending it badly. The keep and packing now hung down well below the axle journal, affording no lubrication. There is usually a 'get you home' answer with a steam locomotive, which was no exception. We took a nice wedge of wood found in one of the trucks and hammered it in under the keep pressing it and the packing against the journal. After liberally lacing it with oil and doing so at each stop, we ran successfully to Mid Illovo and back again without the slightest hint of it running hot. All the same, I decided to light up No.77 for Saturday's trip and leave No.58 for attention by the fitter from Masons Mill the following day.

As retribution for my subterfuge at Tala tank the previous day, the drop grates on No.77 did stick open after cleaning the fire there, and the old watchdog at the back gave us another delay docket. I eventually managed to close them by shoving the pricker in the ash pan beneath the drop grates and forcing them up. We had been too incautious when opening them and, instead of easing them open, had allowed the grates to fall open rapidly. Thus, we learned our lesson. Another lubricator pipe broke off, this time to the left front cylinder, so we fed a little more oil through the valves to compensate and blocked the hole up with a chisel temporarily. Again, it worked. Broken lubricator pipes seemed to be a shortcoming on the narrow gauge Garratts. We picked up five cattle trucks at Ripley on our way back, so there were no less than 12 cattle trucks and six bogies of wood on our load when we rolled into Eston, which certainly appeared impressive! We left our cattle trucks there for a forthcoming cattle show and took 12 bogies of wood, 198 tons, on to Umlaas Road, making a fine sight and sound coming up Edinglassie and Killarney Road banks to Umlaas Road. Our seats would usually be swung outside to enjoy that beautiful Garratt beat on the climbs, but Nick would sometimes jump off, run up the left side of the engine, cross over and come down on my side. I would swing my boot towards him and laughing; he would again run in front of our straining Garratt, cross over and back down his side and climb aboard. So sedate was our progress! By that time, the firebox would be ready for another round of coal. Our friendly Zulu tranship porter would be trimming in the bunker, and we would ask him if he wanted to fire a little. He was terrified of the fire and its heat and would shake his head. The heat from the firebox on these climbs with such a load was intense, and thus, working the door with one hand served the dual purpose of keeping the heat from the fireman and keeping the heat in the firebox to minimise the entry of cold air. After trimming, the old Zulu could be seen climbing back over the trucks of wood to the guard's van. On the steep downgrades, the little bogie wagons loaded high with wood would shiver and shake. No chances could be taken as to speed. You had to keep your train strictly in check, as a narrow-gauge train is no plaything. I would frequently give the regulator to the fireman and fire a good half or more of the trip myself. This responsibility gave him a zest for and interest in the work, and he appreciated it. He handled the train very well, indeed, after some practice!

The only Sunday I ever worked on the narrow gauge was 28 March, the one following the heavy rains, which took a ballast train with No.77 picking up ballast trucks at Edinglassie and Tala. The gang worked in the horseshoe cutting above Edinglassie as well as the long cutting near Mid Illovo. We worked for 15 hours 25 minutes that Sunday, but despite this, the old guard was sourer than ever. The Monday was the day of the cattle show at Eston; we picked up seven bogies and already had six bogies loaded with wood plus our coach and transships van. Upon our return to Umlaas Road, I repaired the broken lubricator pipe on "Sarah". One particularly hot day when returning from Mid Illovo, Nick decided to have a quick dip in the tank at Tala. I had a damn good laugh, of course, and was dangling my bare feet in the tank to cool them off when he grabbed one of my shoes and sailed it across the tank. Luckily, it floated well! I remember a young calf bound for Durban from Mid Illovo being tied to the inside of the trans-ships truck and transported therein; such was the rural nature of this line.

The following week it was No. 60's turn again, and it started off inauspiciously with Nick van Staden's wife having to go into hospital, as she was expecting a baby. No other firemen could be found as Nick had to take her, so the train was cancelled. After replacing a burst gauge glass, I drew "Susie's" fire. I had booked the half-moon bracket bolts on this engine's weigh bar shafts brackets, but the fitter had tightened them so hard as to make the reverse impossibly stiff to operate, I, therefore, slackened them off a little and resolved never to book that particular repair again. I also had to tighten up her regulator gland. At Eston, while shunting on the following day's journey, she suddenly developed a heavy blow and went offbeat. I stopped immediately and saw, as I had expected to, that one of the bypass valve set screws had come adrift. I looked on the ground and found it. As soon as it was replaced, she ran as sweetly as ever. Milk and cream churns were all part of the regulatory traffic on this line, and all served to enhance the rural atmosphere. On Wednesday, 7 April, for the first time, we had a full load from Ntimbankulu on our journey home, consisting of 8 bogies of wood from Mid Illovo, one bark from Milford and three of wood ex Ntimbankulu. She made an excellent climb of the heavy bank round the horseshoe from Butler's Farm and up through the cuttings and through the woods to Ripley. Nick was at the regulator, and I was on the shovel, but after rounding 'goat curve', she disgraced herself by stalling in the woods on the sharp curve before Eston, slipping to a standstill.

I built up the fire, gave Nick the shovel to put ballast on the rails and set back as she would not pick up the load on that curve. I made a charge from the "goat curve", and Nick said it sounded just like a main line engine coming through the woods. He swung aboard as I passed him but "old misery" wrote prominently on our journal that we had upset half a churn of milk in the van by our restarting attempts. Luckily there were no comebacks. On Saturday, 10 April, we had no less than eight white passengers for the round trip, Donald le Roux, Peter Baker, Denis Lewis, his wife and children, and a friend. All had a good time.

The following week with old "Daisy" again, my fireman took some leave and was replaced by Andrew Barnard from Masons Hill, another fine chap. The engine once again displayed her exceptionally strong capabilities. One day an enthusiast from Leeds, only 35 minutes from my birthplace in Sheffield, rode with us. It's a small world! Nick returned later in the week, and we had another minor crisis leaving Tala for the long climb to Eston. I noticed the water in the boiler getting lower despite the injector working. I asked the fireman if he had closed No. 58's cooler after cleaning the fire out at Tala Tank, and it transpired that he had forgotten; hence the feedwater was going into the ashpan instead of the boiler. So we closed it, and all was well. Loco Inspector Nortje would visit us and ride with us from time to time, always very friendly and helpful. He told me that the Oil Inspector from Johannesburg would see us the following week, and I, therefore, went through all three engines with a fine toothcomb that weekend, renewing trimmings etc. It all paid off, and later I was told that both the Oil Inspector and Mr van der Merwe, Loco Foreman at Masons Hill, were pleased with what they saw. The following week with "Sarah" as our mount was sadly my last at Umlaas Road, as the reluctant driver from Germiston showed up and passed out over the road at the end of that week. He showed little enthusiasm for his new depot, and I only wished that I could have stayed in his place but had to return to Greyville. So, one of my happiest terms on the footplate came to an end.

In conclusion, I should like to point out the outstanding advantages of this line as a candidate for preservation. It is not too long and runs through some beautiful and placid scenery. It is by far more interesting in this respect than its sister, the Estcourt-Weenen line initially proposed for preservation. It is far better situated for tourist traffic than the Estcourt-Weenen line if a fleet of passenger vehicles could be built upon wagon underframes at a reasonable cost. Situated just next to the main Durban-Pietermaritzburg-Johannesburg freeway and main railway line, there is an excellent and vast potential to make money from a tourist line service if properly marketed, advertised, and run.

Furthermore, there is a far better supporting goods service than Estcourt-Weenen. It would need some straightforward thinking and a fresh approach that SATS seem to be sadly lacking in at the moment, but it could well be a potential tourist attraction in private or preserved hands. Take, for instance, the UK counterpart of the Vale of Rheidol line with three locomotives and a 1ft 11½in narrow gauge line run by British Rail. The South African line has a far greater potential to make money than its British counterpart if properly handled. It could also serve as THE museum for the SAR narrow gauge with varying kinds of 2ft gauge locomotives and rolling stock imported to it. Situated only 61 kilometres from Durban on the main freeway; and 21 kilometres from Pietermaritzburg on the same freeway; 65 kilometres from Amanzimtoti on the main tar road, and about 35 kilometres from Pinetown on the highway and in an all-year-round holiday area too. The only reason why people don't ride it now is that they don't know that it exists, but it would prove an ideal escape from the city life for city-bound holidaymakers from Johannesburg etc. and Durbanites. Even SATS could make money with it if they thought positively. Trains or buses could be run from Durban to Pietermaritzburg to connect with narrow gauge trains for a day in the completely unspoilt and remote countryside over steep gradients.

On the way back, a stop could be made at Killarney Road for passengers to eat and swim in the pool at the nearby, remotely situated Mandalay Hotel. It just needs some thought and enterprise. There is plenty of space to build a narrow-gauge museum at Umlaas Road or Mid Illovo if properly handled. So how about it, Natal Preservation Group? ³ Could you obtain a lease on the line? Do not just let a line of such outstanding potential fade away. Could any of the various tourist authorities or tourist boards be persuaded to assist? It is there for the taking with a bit of thought and expense, and the rewards would be enormous. If SATS see that you want it, they may even try something themselves!

(Published in SA Rail, Vol.25, No.4 July-August 1985, pp.92-94 & Vol.25 No.4 September-October 1985, pp.116-120)

JOHN GILBERTHORPE'S DIARY WORKING ON

THE UMLAAS ROAD-MID ILLOVO RAILWAY

FROM 6 MARCH TO 23 APRIL 1976

John kept a detailed record of each day of his 31 years as a SAR footplateman, including times on and off duty, fireman, train and loco numbers, tonnages, particulars of each trip and the long hours worked.

Saturday 6 March

Relieving as driver on Umlaas Road to Mid Illovo Narrow gauge, [Garratts] [Nos.] 58, 60, 77.

Always haul wayside van and coach. Due away 05:30 ex Umlaas, 09:30 ex Mid Illovo, 12:40 at Umlaas Road.

[No.] 77 learning road with driver Richard J Sneddon from Masons Mill and fireman Nick J Van Staden. Steaming well. Richard firing. Drove Milford to Eston.

79t for 36 axles, 66t for 30 [axles] to Ntimbankulu, 18t for 8 [axles] to Mid Illovo. Home 18t for 8 [axles] to Ntimbankulu (Nick choked fire and had to clean it).

122t for 40 [axles] to Eston, 167t for 52 [axles] to Umlaas Road. (8 bogies wood, 3 bark, coach, and van). Nick blew up a couple of times.

9 hrs 40 min, 38 hrs 35 min over[time], 19·40 Sunday.

Monday 8 March

[No.] 60 failed due to the regulator (…) box blowing badly.

[No.] 77 lit up and took out. I drove Water Tank – Mid Illovo and back. 95t for 52 axles, mainly empties to Eston and 39t for 20 [axles] from there back.

93t for 28 [axles] (5 wood, coach, van) to Eston, the bogie of pigs 103t for 32 extra. Steaming excellently and getting the hang of her nicely. Much slipping due to drizzle and mist all the way. Off 17:30.

13 hrs 30 min. 52·05 over[time], 19·40 Sunday.

Tuesday 9 March

[No.] 77 excellent steamer, reasonable on water. Drove complete return trip.

Heavy load of fertiliser causing slipping up Tala Bank and up to Eston on curves – checked by regulator and sand. Medium load home. Grand bark truck off at Milford today.

11hrs 30 min, 63 hrs 35 min over[time], 19·40 Sunday.

Wednesday 10 March

[No.] 77 drove round trip – excellent steamer. 121t for 40 [axles] to Eston. 89t for 44 [axles] to Ntimbankulu. 33t for 12 [axles] to Mid Illovo. 18t for 8 [axles] to Ntimbankulu. 63t for 20 [axles] to Eston. 116t for 36 [axles] to Umlaas Road. Keeping and gaining time nicely with these trains on section times.

11hrs 35 min, 75 hrs 10 min over[time], 19 hrs 40 min Sunday.

Thursday 11 March

[No.77] drove water tank-Mid Illovo and all way back. 120t for 20 [axles] to Mid Illovo. 63t for 20 [axles] to Eston. 198t for 56 [axles] to Umlaas Road. 40 to 45% cut-off, ¾ regulator, long hard slog.

This engine has a lovely beat. Typically, Garratt, 50 sometimes together, and sometimes apart and sometimes like a (…). Richard Sneddon fired expertly uphill to Umlaas Road. Stopped at Ripley to collect Ntimbankulu post bag. All halts out and home except lake (mooi maid) and Ripley. Last 7 minutes Edinglassie-Umlaas Road a heavy drag but a glorious beat.

11 hrs 5 min. 86·15 over 19·40 Sunday.

Friday 12 March

Loco inspector did not come. Drove throughout. Long load going out, including fertiliser for Eston and Mid Illovo. Lovely beat. Can work her 35%-40%-50% cut-off and ¾ regulator, and she hauls full load

on heavy 1 in 40 and 1 in 50 banks. Heavy load home. 6 timber, coach and van ex Mid Illovo. (Slightly priming near here) 9 timber ex Ntimbankulu. Nick fired excellently up Ripley Bank. Full load 12 bogies ex Eston. Driver in van. Gained 3 minutes [Tala] Water Tank to Umlaas Road with Nick firing excellently.

11 hrs 30 min, 11 hrs 30 min, 97·45 over[time], 19·40 Sunday.

Saturday 13 March

Loco inspector did not come.

[No.] 77 drove Water Tank-Mid Illovo-Umlaas Road. Steaming excellently and reasonable on water. Firebox fills up quickly. 11 empties, one loaded, coach and truck to Eston. Slipping up Tala Bank slightly. 3 empties, one loaded, coach and truck to Ntimbankulu, 2 only to Mid Illovo. 3 wood, truck and coach ex Mid Illovo. 6 wood ex Ntimbankulu. Full load ex Eston, Priming slightly leaving Tala and water tank. Driver fired to Eston, Nick to Umlaas Road. Grand beat uphill, but one truck brake piston sticking up at Edinglassie and rectified by through pipe. Long hard pull to Umlaas Road.

11 hrs 30 min, 109·15 over[time], 19·40 Sunday.

Monday 15 March

Loco inspector did not turn up. [No.] 60 I drove round trip. 124t for 52 [axles] to Eston and quite a heavy load onwards to Ntimbankulu (stop Ripley) and Mid Illovo. 3 wood ex Mid Illovo and 2 more ex Ntimbankulu. 11 bogies 183t for 52 [axles] ex Eston. Engine steaming well but not so freely as 77.

Her regulator is awkward with an extension, but cab nice and clean. 40% ¾ regulator up Edinglassie Bank and gained time all day.

11 hrs, 120 hrs 15min over[time], 19·40 Sunday.

Tuesday 16 March

[No.] 60 Loco Inspector Nortje passed me out to Mid Illovo and rode the van on the way home.

Gave me the papers at Mid Illovo. Heavy load to Eston and slipped to a stand leaving Umlaas Road on sharp curve leaving water tank and on Tala Bank horseshoe plus others giving me a hard trip.

Front engine has hollow wheels and slips for nothing. Sand wet and not working. Full load ex Eston. Richard fired. Rails now dry and no slipping. Excellent steaming. 2nd trip DRIVING BY MYSELF - Richard Sneddon went home. SB order to Eston. Mainly empties and van but long load. Full load of wood home. Slipped to stand on Edinglassie Bank horseshoe and several times on succeeding curves to Killarney Road. Guard and Nick packed ballast on track, but much delay resulted. Off 22:15.

18 hrs 15 min.

Wednesday 17 March

[No.] 60 slipping again on Tala Bank with long load, and Nick and guard helped with ballast. Full load home, and she slipped to a stand on horseshoe between Killarney Road and Umlaas Road. Set back and restarted. Back 15:00. I fired ex Mid Illovo to Eston with 6 bogies. Getting the hang of one hand firing and steaming well. A little heavy on water. 2nd trip to Eston. Longish load. I fired, and Nick drove. Slipped a little, but the rail now much drier. I held steam and water well on long Tala Bank. Back full load. I set back at column and rushed bank. Steaming not so free, but sandboxes cleared with dry sand and now not slipping. Off 22h00.

18h 45 min. 37 hrs.

Thursday 18 March

[No.] 60. Light load to Mid Illovo (3 empties, coach, and truck to Ntimbankulu). 35% and partial regulator. Fire not cleaned en route until reaching Mid Illovo. I fired. 5 bogies loaded to Eston, coach, and truck. I drove. 11 bogies home. Engine pulled and held her feet well. (40% & ¾ regulator) Off 15:30.

12 hrs 15 min. 49 hrs 15 min.

Friday 19 March

[No.] 60 – 15 bogies (empties) to Eston. Lighter load from there where I fired to Mid Illovo and back to Eston (Ripley). With a lot of care, I coaxed her up Tala Bank with no loss of time. A chapter of incidents today. Gauge glass burst in the morning, and pouring rain made preparation an ordeal. Poured with rain all day. Left injector spindle thread stripped about 2 km south on Ripley Bank with me firing. What a battle. Boiler overfull and blowing off at Ripley. (3 wood, coach, and truck) and with steam roaring from overflow pipe when water off. Worked all right – but managed to restart left injector. (I drove to Eston). Fixed at Eston (blanked off). 1-hour delay docket. Washers and detonator tin lid did the trick. Home right injector. 8 bogies wood, coach and truck. Hard going but kept her feet on the bank.

13 hrs, 62 hrs 15 min.

Saturday 20 March

[No.] 60 – light load out, and I fired to Eston – Mid Illovo and back to Eston. Engine and van ex Eston and 3 bogies wood home and 5 others at Eston. Steaming deteriorating slightly now and slipping badly.

11 hrs 30 min. 73 hrs 45 min.

Sunday 21 March

3 hours washout lubrication on No.77. Also drained [No.] 58's pony bogies and reconnected blower.

73 hrs 45 min ord. 3 hrs Sunday.

Monday 22 March

Heavy rains caused washaways on track. [No.] 58 an exceptionally strong engine with old chimney and nice regulator. Steaming reputedly poor, but I fired Mid Illovo-Umlaas Road with six bogies wood ex Eston and even though left valve lubricator pipe broken on main steam pipe to back engine, steaming very good and reasonable on water. Exceptionally strong. Delayed at horseshoe cutting between Edinglassie and Killarney Road, which had caved in. Cleared by African [workers]. Caught a huge rock on the left of [the] cowcatcher in Edinglassie north cutting but managed to stop before any damage [was] done. Large landslip at Milford, causing further 3½ hour delay.

15 hrs 30 min. 89 hrs 15 min ord. 3 hrs Sunday.

Tuesday 23 March

[No.] 58 - steaming well and good on water. Lightish load to Eston and Ntimbankulu and coach and van to Eston. 4 bogies wood, coach and van ex Eston. Easy proposition despite broken lubricator pipe on main steam pipe back engine (blocking with wood does not last long). Excellent on her feet. Does not slip and is very strong. Went in pit at Umlaas Road and fixed new lubricator pipe to the main steam pipe.

11 hrs. 100 hrs 15 min, 3 hrs Sunday.

Wednesday 24 March

[No.] 58 - steaming well. Light load. 3 loaded for Eston – 2 empties Ntimbankulu, coach and van. I fired Eston-Mid Illovo and back to Eston and water tank (6 bogies wood). 11 bogies ex Eston. I drove ex [Tala] Tank to Umlaas Road. 35% to 40% cut-off and occasionally 50% and only about ⅓ open regulator. A beautiful, strong engine. Long wait at Ntimbankulu on the way home while track sag rectified. Took track off ballast to spot to raise track. Expansion gland on main steam pipe rear 'T' piece joint for back cylinders blowing badly. Fixed trimming in trailing box, back engine running warm at Eston.

115 hrs 15 min. 3 hrs Sun. 15 hours.

Thursday 25 March

[No.] 58 - steaming getting more difficult as she seems to drop back rather quickly against injector.

11 bogies home (wood), coach and van. I fired Eston-Mid Illovo-Eston. Only lightish load on this section. And a little unwilling to steam, although no difficulty. Exceptionally strong and only 40% and partial regulator required on Edinglassie Bank. I had flu today and felt very weak.

11 hrs 30 min. 126 hrs 45 min, 3 hrs 15 min.

Friday 26 March

[No.] 58 - Nick almost threw out fire at water column, and I got [a] delay docket for 25 mins. (put it down to drop grates out of socket). Battle for water up Tala Bank near top, but she plays with her load. 2 loaded, 3 empties, coach and van to Mid Illovo. I fired ex Eston. Steaming excellent. 3 bogies wood, 1 bark (ex Milford) coach and van. She played and steamed superbly, blowing off twice on Ripley Bank. Me firing to Eston (I fire lighter than Nick). 10 bogies, coach and van ex Eston. Plenty steam and water all [the] way and I drove her between 34% and 40% up Edinglassie Bank. Good day. Just south of Eston on the way out, back engine driving keep plate fell off and ran over it, buckling it badly. Keep [plate] fell down, much clanking. Packed with wood but decided to light up [No.] 77 next.

11 hrs 45 min, 138 hrs 30 min, + 3 hrs Sunday.

Saturday 27 March

[No.] 77 - steaming excellently but a trifle heavy on water, especially after priming near Ripley. Grates really stuck open this time at water tank after a struggle with short pricker managed to close them. Happened to a lesser extent at Eston. You must not let them fall but ease them down. 30 mins delay docket. Lubricator pipe broke off on the left front cylinder and plugged with chisel causing inconvenience. Gained time up Tala Bank. I fired Water Tank to Mid Illovo. On the way back had 12-cattle trucks, 6 bogies wood. Picked up 5 cattle trucks at Ripley, and load looked impressive to Eston. Nick and engine worked hard! 12 bogies wood and 198 tons to Umlaas Road, 40-55% cut-off and wider regulator opening than [No.] 58.

13 hrs 151 hrs 30 min and 3 hrs Sunday.

Sunday 28 March

[No.] 77 - ballast (material) train to Mid Illovo and van. Picked up 1 bogie at Edinglassie and another 4 at Tala. Engine played with load. I drove nearly all day. Landslip in horseshoe cutting above Edinglassie delayed us 1¼ hours. Did long cutting near Mid Illovo then there and back non-stop to Eston and [Tala] water tank (took water) and horseshoe cutting with clay loaded in trucks. Gang cleared that cutting too.

15 hrs 20 min. (151 hrs 30 min ord. 18 hrs 20 min Sunday).

Monday 29 March

[No.] 77 – 14 empties, coach, and van to Eston. I fired up Tala Bank, and she steamed excellently, although a little heavy on water. Fired on to Mid Illovo with lighter load and drove home. 3 wood ex Mid Illovo and 3 ex Ntimbankulu. 7 bogies cows ex Eston making 13, coach and van. Handled on 40% to 50% cut-off. Heavy on water at this but steaming well and beat lovely. Repaired front engine left cylinder lubricator pipe.

12 hrs 5 mins. 163 hrs 35 min, 18hrs 20 min Sunday.

Tuesday 30 March

[No.] 77 – 13 empties, but 6 put off at Tala. Rest at Mid Illovo and Ntimbankulu and a few at Eston. Coal poor (blue gas). Engine steaming but heavyish on water. 11 bogies home (I fired ex Mid Illovo 4 bogies wood, coach, and van) to Eston. 11 bogies wood home. Wanted to prime between [Tala] water tank and Edinglassie, 40% to 50% cut-off. Last a bit of time up bank but good run.

11 hrs 30 min. 18 hrs 20 min Sunday.

Wednesday 31 March

[No.] 77 – Pulling well with reasonably heavy load. I fired up Tala Bank and steaming excellently with plenty water. Shunt Eston and stop Milford. Fired back to Eston. 11 bogies wood ex Eston, coach, and van.

12 hrs 30 min. 187 hrs 35 min ord. 18 hrs 20 min Sunday.

Thursday 1 April

[No.] 77 – I fired ex [Tala] water tank up Tala Bank. 4 loaded and 4 empties, coach and van. Steaming well after prolonged stop at Tala [water tank] to fill boiler well. No trouble for water or steam and steaming against injector. Nick drove well. Fired on to Mid Illovo, reasonable light load (11 cattle, coach and van) and steaming excellently. 3 bogies wood ex Mid Illovo, 6 more ex Eston. I fired all [the] way home. Excellent steaming against injector from water tank despite 'blue gas' poorish quality coal. Over the last few days, rain caused much slipping and only just kept going. Bank took a long time with me shovelling gravel on rails.

11 hrs 15 min. 198 hrs 50 min, 18 hrs 20 min Sunday.

Friday 2 April

[No.] 77 – Raining heavily. 2 loaded, 8 empties, coach, and van. Slipping up Tala Bank but not too bad and lighter load to Ntimbankulu. (3 off) although slipping up Ntimbankulu Bank badly despite reduced load. 5 wood, coach, and van (3 ex Mid Illovo, 2 ex Ntimbankulu) to Eston and running well, tendency to prime ex Buller's farm. 10 bogies wood and bark, van and coach ex Eston. Nick drove from here and I fired. Steaming excellently against injector although much slipping and hard work firing (I had to ballast line again).

13 hrs, 211 hrs 50 min, 18 hrs 20 min Sun. = 3 hrs 50 min over[time].

Saturday 3 April

[No.] 77 – I drove to Eston and fired Eston-Mid Illovo-Eston. Steaming excellently, although loads were light. 9 bogies of wood home, coach and van.

11 hrs 15 min. 15 hrs 05 min over[time], 18 hrs 20 min Sunday.

Sunday 4 April

[No.] 60 – Washout lubrication 3 hrs 15 hrs 05 min over[time], 21 hrs 20 min Sunday.

Monday 5 April

[No.] 60 – Cancelled due to Nick's wife going to hospital and no other fireman available. I threw out the fire and replaced right gauge glass.

3 hrs 30 mins, paid 6 hrs. 21 hrs 05 min over[time], 21 hrs 20 min Sunday.

Tuesday 6 April

[No.] 60 – Loco inspector Nortje came and rode on engine only from Eston to Mid Illovo and Eston to [Tala] water tank. I drove all day, steaming excellently despite slippery start from Umlaas Road. (14 empties, coach, and van to Eston). 8 empties from there. All stations both ways with plenty of passengers. She behaved beautifully up Tala Bank and no slipping. Only four wood, coach and van on return. Slackened half-moon bracket-bolts on both reversing shafts to ease reverser. Tightened back engine left-back bye-pass valve cover and also regulator gland.

11 hrs 25 min. 32 hrs 30 min over[time], 21 hrs 05 min Sunday.

Wednesday 7 April

[No.] 60 – reasonable load out to Eston and on to Mid Illovo. Always plenty of fertiliser for Eston. I fired all day today, and Nick drove. Did NOT clean fire at Mid Illovo as still good but did not anticipate 8 bogies wood ex Mid Illovo! 1 bark ex Milford and 3 wood ex Ntimbankulu! Making for the first time a FULL load from here. First time that has happened. I had premonitions of blowing up at Ripley, but she steamed well and ran excellently against injector but required much thought and planning to prevent an already quite full firebox by Buller's Farm becoming quite impossible by Eston. That will teach me to clean [the] fire at Mid Illovo! Slipped to a stand on a bad curve and bend south of Eston Station and Nick's restarting attempts upset half a churn of milk in [the] van. I only managed to restart after 2 further runs at the bank (me at the regulator) and Nick putting gravel on the curve. Steam down to 100 psi at the top as Nick had shovel for gravel, but we made it. He drove the remainder of the way and excellent steaming with full boiler to Umlaas Road up Edinglassie Bank. Yes, I can fire a full load too! Time was slightly gained uphill.

12 hrs 5 min. 44 hrs 35 min over[time]. 21 hrs 05 min over[time].

Did quite a few awkward trimmings in coupled boxes today.

Thursday 8 April

[No.] 60 – I drove to Mid Illovo and back from Eston to Umlaas Road. Nick drove Mid Illovo-Eston. Medium/heavy load on way out caused slipping slightly on 1st bank and Tala Bank but almost on time in Eston. Nick didn't clean fire at column. Steaming excellent again and not slipping quite so badly as previously. 11 bogies ex Eston caused no problems, and she made a grand run up Edinglassie bank gaining time.

11hrs 30 min. 56 hrs 05 min over[time], 21 hrs 05 min Sunday.

Friday 9 April

[No.] 60 – I drove every section except Eston-Umlaas Road when I fired. Drums and fertiliser for Eston and 2 loaded for Mid Illovo. Held her feet beautifully, and Nick on cleaned the fire at Mid Illovo, and I fired back. (I cleaned the fire on homeward run at Eston for him) Fast run and early into Eston (with Aubrey clapping his hands!) Pulled up time all way. 6 bogies wood to Eston. 10 bogies to Umlaas Road, which I fired up bank. Steaming excellently again.

11 hrs 30 min. 67 hrs 35 min over[time]. 21 hrs 05 min Sunday.

Saturday 10 April

[No.] 60 – I prepared everything as Nick late due to his wife having baby [the] night before. Left late but fast run downhill to [Tala] water tank. Parking awkward and didn't shunt before. Nick came and then delayed us still. Many white passengers. Denis Lewis's family of 3 kids and wife, Pete Barker, Don and Kevin. All rode footplate from Killarney Road onwards. A great day out. I fired water tank-Mid Illovo and back to Eston. Excellent steaming against injector. 9 bogies home, and I drove her beautifully fast up Edinglassie Bank in 35 minutes ex [Tala] Water Tank. Grand beat.

12 hrs, 79 hrs 35 min over[time], 21 hrs 05 min Sunday.

Sunday 11 April

[No.] 58 - Washout lubrication.

3 hrs, 79 hrs 35 min over[time], 24 hrs 05 min Sunday.

Monday 12 April

[No.] 58 – Fireman Andrew Barnard, a grand chap, relieving from Masons Mill. Steaming very well indeed, although a slight tendency to drop pressure against injector. Piston packings blowing badly and back main steam pipe expansion gland also plus some bye-pass cover joints and base joints. Walked up Tala Bank with 8 empties, coach and van on 30% and regulator just open. I fired Eston-Mid Illovo-Eston. 10 bogies home ex Eston (3 wood ex Mid Illovo). 35% most of the way and ½ regulator up Edinglassie Bank and regained time. Steam held excellently.

11 hrs 45 min, 24 hrs 05 min Sunday, 91 hrs 20 min over[time].

Tuesday 13 April

[No.] 58 – Fireman Andrew Barnard. He drove to Eston, and engine steaming very well indeed on Tala Bank and running well with light load of empties that she had to be restrained. I drove (engine, van and coach) to Mid Illovo and back to Eston with two bogies of wood. 5 bogies of wood and 4 flats (empty) picked up at Tala, and she steamed excellently uphill with fireman driving from Eston. A grand day. Took our time but almost on time all the way.

11 hrs 45 mins. 24 hrs 05 min Sunday. 103 hrs over[time].

Wednesday 14 April

[No.] 58 – Fireman Andrew Barnard. Light load and traffic really seem to have fallen off. On the way home, only had 5 bogies (4 wood and 1 bark). Steaming excellently and reasonable on water.

11 hrs 15 min, 24 hrs 05 min, Sunday. 114 hrs 20 min over[time].

Leeds enthusiast rode with us.

Thursday 15 April

[No.] 58 – Nick back and (…) my checker friend came with us. Up Tala Bank, Nick forgot to close the cooler after cleaning the fire at the column, and a battle for steam and water ensued after it had dropped to ⅓ glass and 150 lb psi uphill, but he held this all the way and were right on time at Eston. Our engine ran away with her light load and 30% cut-off, and regulator just open was all that was needed. I drove to Mid Illovo and Nick all the way back. Steaming excellent and good on water. Up Umlaas Bank on red mark all the way and no pricker with a very low fire. 6 bogies wood.

10 hrs 45 min. 24 hrs 05 min Sunday. 125 hrs 05 min over[time] for the month.

Friday 16 April

Good Friday train not running – 8 hrs pay.

Saturday 17 April

[No.] 58 – with H J van Wyk learning road. The beginning of the end for me. I drove all day today except Eston-Umlaas Road. 4 bogies wood for charcoal factory (proposed) at Eston, coach and van. Coach and van only to Mid Illovo and 6 bogies wood back to Eston handled with ease. Steaming not so free against injector now. I fired Eston-Umlaas Road (Nick driving) with 9 bogies (3 bark ex Eston). Steaming very well indeed but not so freely as previously against injector, despite white-hot fire.

10 hrs 45 mins, 18 hrs 45 mins.

Sunday 18 April

[No.] 77 – washout, lubrication although I did, in fact, work on No.58 and 60 as well from 10·00 to 17·00 with only 1 hour for lunch break as loco inspector visited previously and oil inspector due on Wednesday. Made many (…) trimmings. Had to issue my own oil as Indian not there.

18 hrs 45 min, 3 hrs Sunday.

Monday 19 April

[No.] 77 – Hendrik van Wyk drove all day, and Nick fired to Eston. Slipping badly with 167 tons (mealies and fertiliser) up Tala Bank (5 loaded, rest empties). I fired on to Mid Illovo. Excellent steamer despite drawing air at smokebox door although a little heavy on water. Handles very well as usual, although piston packings still blowing. Light load home. I fired up Edinglassie Bank with no difficulty – red mark all the way. Light firing.

11 hrs 15 min, 8 hrs holiday, 30 hrs, 3 hrs Sunday

Rode on front tank.

Tuesday 20 April

[No.] 77 – Hennie van Wyk driving all day. Light load after dropping 6 empties off at Killarney Road for sugar cane (only had coach, wayside van and 1 empty). Didn't clean the fire at column, and I fired all the way Killarney Road to Eston. Excellent steaming up bank. Home I fired Eston to Umlaas Road. 5 wood trucks (plus 2 [sugar] cane ex Killarney Road). Red mark all the time. My secret is to build up fire approaching water tank down Tala Bank then fire reasonably hot and no prolonged blowing required. 2 bogies [sugar] cane ex Killarney Road.

11 hrs 30 min. 41 hrs 30 min, 3 hrs Sunday, 8 hrs holiday.

Rode on front tank.

Wednesday 21 April

[No.] 77 – Hennie van Wyk driving all day. Oil inspector came and friendly, although I forgot to fill left front piston gland cup and had 4 feed trimming in there. Had to make a 6 feed. In our absence, the loco inspector, oil inspector and loco foreman from Masons Mill visited and were very pleased with what they saw, so my Sunday work must have paid off. Nick fired to Eston, medium load after dropping 4 trucks for [sugar]cane at Edinglassie. Fertiliser for Eston. I fired to Mid Illovo, and she performed excellently. Also fired Eston to Umlaas Road. 1 bark ex Milford. Ex Eston 6 bogies bark and 2 wood plus 2 bogies [sugar] cane ex Killarney Road. Blew off when regulator closed with injector on. A grand climb and a pleasant come back in traffic.

12 hrs 30 min. 54 hrs, 3 hrs Sunday, 8 hrs holiday.

Rode on front tank.

Thursday 22 April

[No.] 77 – Hennie van Wyk drove to Eston and me Eston-Mid Illovo-Eston. My last turn at the regulator on the road. Steaming excellently as usual. 3 fertiliser for Eston (2 empties for [sugar] cane to Killarney Road). 3 empties, coach and van to Mid Illovo. 3 bogies wood to Eston on return 6 bogies to Killarney Road plus 2 [sugar] cane from there. I gained time all the way, last driving job.

11 hrs 45 min. 65 hrs 45 min, 3 hrs Sunday, 8 hrs holiday.

Rode front of tank of engine.

Friday 23 April – MY LAST DAY ON THE NARROW GAUGE

[No.] 77 – Hennie van Wyk test trip. I rode in van all the time except for firing Mid Illovo-Eston (5 wood, coach and van). Water very low and box cold when left Mid Illovo and hard work and thinking required to raise water and firebox temperature. Red mark from Buller's Farm to Eston. Excellent steaming against injector. Steam came to red mark 3 times without firing while pulling up Ripley Bank. 8 bogies wood and bark ex Eston plus 4 [sugar] cane ex Killarney Road making a full load, and she barked very well.

12 hrs 15 mins, 78 hrs, 3 hrs Sunday, 8 hrs holiday.

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

On Saturday, 24 April, John was back on duty at the Greyville shed driving from 08:00.

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

Sadly, John is no longer with us; he passed away in 2018.

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FOOTNOTES

¹ There appears no record on file either at the Transnet Heritage Library in Johannesburg or at the RSSA's Natal branch headquarters in Durban of the proceedings or the preservation proposal presented to the SATS officials at this meeting.

² The Natal Newsletters alluded to discussions taking place behind closed doors between representatives of the Natal Narrow Gauge Preservation Group and unnamed parties (presumably farmers and SATS), but no details of these discussions were revealed.

³ For further reading, see part 27, THE NATAL NARROW GAUGE PRESERVATION GROUP.

REFERENCES:

Gilberthorpe, J, 'Memories of the Umlaas Road to Mid Illovo Line', SA Rail, Vol.25, No.4 July-August 1985, pp.92-94 & Vol.25 No.4 September-October 1985, pp.116-120)

MID-ILLOVO RAILWAY 'Natal Province, Descriptive Guide and Official Hand-Book', 1911 edition, p. 119, edited by A H Tatlow, manager, Publicity Department, South African Railways.

NATAL GOVERNMENT RAILWAYS, Proposed 2ft gauge Railway from Umlaas Road Station to Mid Illovo. Report by the Engineer-in-Chief dated 30 October 1902.

Natal Newsletters 1982-1990

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

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

The South African Railway Magazine

The Natal Witness

MOTIVE POWER

1. Little is known about the motive power first used for the Umlaas Road-Mid Illovo Railway. However, it seems probable that one of the Class NG3 locomotives from the Stuartstown Railway (Esperanza-Donnybrook) was employed. Six 4-6-2T locomotives designated Class NG3 and later numbered by the SAR as NG4 to NG9 were supplied during 1907/08 by Hawthorn, Leslie & Co., Newcastle-on-Tyne, England. (Works numbers 2687-2692). The engines were rated at 8 183 lbs tractive effort at 75 per cent boiler pressure.

Unfortunately, I could not make copies of the photographs published in The Natal Witness on 14 April 1911, "Scenes at the Mid-Illovo Railway Opening", which featured an image of the inaugural train about to leave Umlaas Road. Therefore, the locomotive's class and road number that hauled the special train at the official opening on 12 April 1911 remains unknown. Also, it is unknown which NG3 locomotive(s) were allocated to the line until the arrival of two NG4 locomotives in 1913.

2. The locomotive allocation table compiled by Leith Paxton shows NG4 Nos.12 & 13 assigned to work on the Umlaas Road-Mid Illovo branch from April and May 1913, respectively*. During January 1911, Kerr, Stuart & Co. Stoke-on-Trent, England, delivered two Hendrie-designed tank locomotives with a 4-6-2-wheel arrangement for the Alfred County Railway (Port Shepstone-Harding). Assigned road numbers 10 and 11 (Works numbers 1207-1208) and designated as Class NG4 at the time of Union. A subsequent order placed with Kerr, Stuart & Co. resulted in the delivery of numbers 12, 13, 14, 15 and 16 (Works numbers 1294-1295, 1342-1344). The engines were rated at 8 183 lbs tractive effort at 75 per cent boiler pressure.

* NG6 No.106 was a light-duty 'Lawley' 4-4-0 engine, purported to have worked on the Umlaas Road-Mid Illovo branch from February 1916 to September 1924. No photographic evidence of this locomotive working on the line has so far come to light.

3. This photograph from the archives of the Transnet Heritage Library shows narrow-gauge railcar RC 503 being transported on a low-loader flat wagon. The General Manager's Annual Report for 1940 on page 87 mentions a narrow-gauge railcar built in the Durban Mechanical Workshops described as a new type given a streamlined appearance and a colour scheme of cream and maroon. With an overall length of 32 ft, a width of 7ft 4in and 9ft 3¼in high, the vehicle weighed 23 180lbs with full fuel tanks. There was seating for 28 passengers in two compartments separated by a compartment for baggage. The railcar was powered by two standard car six-cylinder motors, each rated with an output of 28·4 hp.

Of further relevance to the photograph above is a diagram on page 99 and a picture taken by S E Witt on plate XVIII in Sydney Moir's book '24 Inches Apart' titled 'LAST OF THE RAILCARS' showing railcar RM 503 (RC 503) at Ripley on a test run on the Umlaas Road-Mid Illovo branch before being despatched to the Kakamas branch.

4. On Leith's locomotive allocation table, NG/G13 No.49 (Hanomag, WN 10598/1928) is recorded as the first Garratt to work on the branch from November 1948 until 1952. This Garratt returned from Port Shepstone to Umlaas Road in 1984 and worked here until the branch's closure at the end of February 1985.

(This photograph of NG/G13 No.49. was taken by Leith Paxton at Cenam, Port Shepstone-Harding branch, on 6 September 1966).

5. Class leader of the narrow-gauge Garratts, NG/G13 No.58 (Hanomag, WN 10549) seen at Umlaas Road on 24 October 1976.

From the early 1960s, the trio of the first NG/G13 Garratts Nos.58, 59 and 60, delivered in 1927 by the Hannoversche Maschinenbau AG (Hanomag), Germany, were regular performers on the line. No.58 worked continuously on the line for 23 years. According to driver John Gilberthorpe, 58 was exceptionally strong but could be a little 'tighter' for steam than the others. She was the only one of the trio still carrying her original chimney. John named No.58 'Daisy'.

6. NG/G13 No.59 (Hanomag WN 10550) – the second of the Hanomag Garratts delivered in November 1927 is seen here 'cold' on a Saturday afternoon in June 1977 with its goods train ready assembled for the journey to Mid Illovo on Monday morning. No.59 worked continuously on the line from 1960 to 1971. After that she spent two years on the Estcourt-Weenen Railway before another stint at Umlaas Road in 1974 and 1977. Then back to Estcourt in 1978, where Billy Bester had No.59 transformed into her distinctive mid-blue livery.

7. NG/G13 No.60 (Hanomag WN 10551/1927); third of the early Hanomag Garratts seen here immaculately presented on 28 November 1980 at Umlaas Road. In preparation for a photo shoot the next day, the loco receives the finishing touches of an exterior makeover (see image 63). The distinctive mid-blue painted boiler frame (NG/G No.59 sported a mid-blue frame when working on the Estcourt-Weenen Railway) whilst the coal bunker and front water tank have retained the standard black livery suggest an exchange of engine components after a major overhaul. Driver John Gilberthorpe mentioned No.60 had 'hollow' coupled wheels on the front engine and slipped at the slightest provocation but steamed well - he named No.60 'Susie'.

8. John Gilberthorpe named No.77 'Sarah' and described her as a fine 'all-rounder', an excellent steamer and held her feet well but could be a little heavy on water. Both Nos. 60 & 77 had the less attractive adornment of a 'peashooter' style chimney [added during the early '70s.

No.77 (Hanomag WN 10629) was one of a batch of seven NG/G13s to arrive at Humewood Road, Port Elizabeth, in 1928. In 1966, No.77 was transferred to Natal, first to Port Shepstone, then a tour of duty on the Umlaas Road-Mid Illovo Railway from 1973 to 76. The 1976 locomotive allocation has 58, 59, 60, 77 & 78 assigned to work the Umlaas Road – Mid Illovo and Estcourt – Weenen branch lines; these engines were circulated between the lines with three allocated to the former and two to the latter.

9. A scene photographed in the late 1960s of the narrow-gauge terminus at Umlaas Road running beside the Natal Main Line. An unidentified narrow-gauge Garratt stands at the head of an eclectic assortment of rolling stock parked on the siding leading up from the tranship goods shed alongside a siding of the Cape gauge Natal Main Line.

10. General view of the narrow-gauge layout at the Umlaas Road terminus located next to the Natal Main Line station as seen on 4 February 1984. The yard layout comprised three roads, with the outer (left-hand) siding leading to the raised platform in the tranship shed. The middle track continued alongside the loading platform and past a large goods shed and a passing loop. After the cattle kraal, the line splits, with one leg leading up to the Cape gauge loading ramp used for transporting the Garratts piggyback on specially adapted flat wagons to the Pietermaritzburg Mechanical Workshops for heavy overhaul and major maintenance. The other leg passes the coal stage, where it splits again with one branch ending at a stop block and the other ends in the loco shed. The track on the right, where the rolling stock is seen in the distance, terminates at a stop block. (See Umlaas Road Yard diagram)

11. NG/G13 No.58 stands at the coal stage, photographed on 4 February 1984. A considerable amount of ash has built up over time alongside the track. The first of a powerful design of narrow-gauge Garratt which, with the later NG/G16s, became the standard on Natal's 2ft/610 mm gauge branch lines.

12. An unidentified Garratt stabled in the Umlaas Road loco shed photographed by Brian Couzens in the late 1960s. The narrow-gauge rolling stock possessed bell buffers and link and pin style couplings. Anyone coupling up vehicles carried a stick called a 'link lifter' to lift the link before it is inserted in the bell buffer and the pin dropped 'home'. This form of coupling allowed greater flexibility on the tight curves and undulating gradients than the standard automatic coupler.

13. On 23 July 1982, NG/G16 No.126 was transferred from Umzinto to Umlaas Road to replace NG/G13 No.77, which had gone to the Pietermaritzburg Mechanical Workshops for an intermediate overhaul. Photographed on 4 February 1984 at Umlaas Road shed, No.126 is parked over the high 'stilts' in the old turntable pit. The turntable, installed at the line's opening in 1911, was taken out of use when Garratts replaced the tank locomotives. This pit served as a useful facility for the fitter and crew to get under the locomotive. The descent into the shed was about 1 in 20 or steeper, and one had to ensure that the NG/G13's steam brakes were in good order before attempting the descent. A second, unidentified Garratt is parked in the shed behind No.126.

14. Umlaas Road narrow-gauge yard, covered transfer shed, goods shed and raised platform photographed on Saturday, 4 February 1984. Transhipment from the 2ft gauge vehicles to the Cape (3ft 6in) gauge was done manually, a labour-intensive practice. The train usually included the composite passenger/guard's van No.27, Class UI, with baggage loading space and the 'wayside' covered truck containing tranship goods en route. Although classed as goods, the train was far more like a 'mixed' with many local passengers joining at the halts and sidings to buy and sell their wares and provisions at Mid Illovo.

15. NG/G No.60 hauling an outward-bound load usually consisted of fertiliser, farm requirements, general traffic and now and again livestock. Umlaas Road Station is on the main Durban-Pietermaritzburg-Johannesburg electrified Natal Main Line, splitting here into the old original NGR line via Thornville (now lifted) and the newer double-track route via Ashburton. Upon leaving the yard at Umlaas Road, the narrow-gauge climbed to the level of the Thornville line, then headed north alongside the old Natal Main Line, crossed the road bridge over the R603 before peeling away to the south. Passing Killarney Road and Edinglassie sidings it was all downgrade into the Mlazi river valley. The line ran through fertile agricultural land and scenic countryside and was sadly underrated by enthusiasts.

16. NG/G13 No.77 crossing the Mlazi bridge, 200ft long and 30ft above the riverbed. Before reaching the bridge, the locomotive replenished its water supply at a large concrete tank (Tala Tank). It required building a good fire and a full boiler of water before starting in either direction, as it was a long uphill slog at a continuous 1 in 40 southbound to Eston or northbound to Umlaas Road.

Standing like a sentinel on the coal bunker is the Zulu tranship porter. After trimming the coal, he moved from truck to truck, climbing over the tarpaulins on his way back to the guard's van while the train was in motion!

17. Having taken water at Tala Tank and crossed the Mlazi, NG/G13 No.77 is seen slogging up the 1 in 40 climb to Tala with the Mid Illovo bound service in October 1981. It would appear the fireman already has to move coal forward in the bunker. The range of hills in the distance is Ngomankulu, where the highest point reaches 983 metres above sea level.

18. The same train seen in image 17 is approaching the loop at Tala. NG/G13 No.77 appears to be a mix of loco components consisting of a blue boiler and frame with a black tank and bunker resulting from a boiler swap carried during workshop repairs.

19. Although classed as goods, the train was far more like a 'mixed' with many local passengers joining at halts and sidings to buy and sell their wares and provisions. The bus service operated by the SAR and later SATS did not provide an equal service for these people. Now and again, rail enthusiasts would travel along on Saturdays.

20. After a brief stop at Tala loop, NG/G13 No.77 is about to depart for Eston in October 1981. At this time the engine was distinctive with its half and half livery sporting blue painted boiler and frames, whilst its bunker and tank retained the standard black livery.

21. It has warmed up somewhat as the fireman has now taken off his coat and is sitting outside the cab as NG/G13 No.77 is climbing up towards the dirt road level crossing near Redlands farm about halfway between Tala and Eston in October 1981.

22. From Tala, it was a long slog, at 1 in 40, up an open hillside to Eston, with the view of the valley below gradually increasing. Bunker-first running was the order of the day to Mid Illovo and chimney first towards Umlaas Road.

23. Half and half liveried NG/G13 No.77 is seen in October 1981 about to cross the R624 main road on the approach to Eston Station. The railway attains its most elevated point, 2619ft above sea level, at Eston Station.

24. Eston Station, 15 miles 70 chains from Umlaas Road, the only intermediate station, was staffed by Mr Aubrey Wright, the station clerk-in-charge during the last years of operation.

Charles Parry adds: "I should also mention that the SM at Eston was also the SM at Mid-Illovo in those years. So, on arrival at the terminus, one was greeted by the same SM, but we already knew what was happening because soon after leaving Eston, we were overtaken by a car on a nearby road driven by the same SM, making plenty of dust."

In every sense Aubrey Wright was an SM. But he was more than that. He was an unofficial marketing officer, station gardener and railway enthusiast. Upon closure of the line he was transferred to Harding and soon after that line closed he was signed on by Alfred County Railway where his jack-of-all-trades (but certainly not master-of-none) career was exploited to the full.

25. Plaque at Eston Station records the construction details and the official opening of the railway on 12 April 1911 by the Natal Provincial Administrator, C T Smythe.

26. Eston Station had several NGR artefacts such as this Queen Victoria bench under the awning next to the Station Master's office door, an NGR clock adorning the office wall, and a locomotive whistle used as a paperweight on his desk.

All of these artifacts, including the plaque in the previous photo, can be attributed to the Clerk-in-Charge (who performed all of the duties of a station-master and more), Aubrey Wright

27. The daily except Sundays mixed from Umlaas Road to Mid Illovo at Eston Station on 29 December 1972, with NGG13 No.59 getting some attention from the driver.

28. A sign that the job reservation pillar of the Apartheid system was already crumbling is captured in this photograph taken in 1983 of the young Zulu fireman filling a vacancy that had previously been reserved for whites only and was now open to all races (except they were not called firemen… they were 'coalmen')......

29. Having shunted the train at Eston, dropping off the tarpaulined wagons and picking up two empties, half and half liveried NG/G13 No.77 is seen in October 1981 pulling away from the station with a now much-reduced consist for Mid Illovo.

John Gilberthorpe recalls: "There was a sharp pull out of Eston through some woods and round a sharp right-hand curve to descend to the dip, which we called 'bokdraai' or goat curve. Every day, without fail, a large shaggy goat and a much smaller companion would find that the grass was much greener on the railway track here. Then, a series of sharp pops on the whistle would set them trotting off over a small culvert and across the grass to the safety of the Zulu huts behind a broken-down wire fence near the trees. They would then stop and stare insolently at us as we sailed past".

30. The line traverses varied open rural scenery, passing sugar cane plantations heading southwards towards Ntimbankulu. This photograph was taken on 31 December 1984 with NG/G13 No.77 hauling a light load to Mid Illovo

31. Passing Milford on 31 December 1984, NG/G13 No.77 negotiating a sharp right-hand curve at a level crossing on the ascent to the terminus at Mid Illovo.

32. NG/G13 No.59 entering Mid Illovo terminus on a gloomy Saturday morning in June 1974. I was getting the camera focused when the driver suddenly moved the train forward, and hence the image is slightly blurred.

'Oom' Otto (Otto Paul*), the station master, greeted the train on arrival with his green flag. Telegraph Orders was the method of working to Mid Illovo. An SB (Section Blocked) order would be issued for any subsequent trips to Eston to pick up a load there; otherwise, a standard (A Order) Station to Station was issued.

*After many years of service with the SAR, Otto Paul retired at the end of January 1983. All who came to the station to take photographs or ride the train received a friendly welcome from 'Oom' Otto.

The guard on the train, Mr Parkin, carried a field telephone, which he hooked onto the telephone wires using a long pole to summon help in the event of a breakdown along the line. He retired after many years of service at the end of December 1982.

On one of his trips, Charles Parry recalls a loco failure on the climb up from the Umlaas River: "The guard set up a connection with the lineside telegraph wire and called for a fitter. An hour or so later, he disconnected it and told me we were on our way - loco crew he said had disconnected one of the engine units so it could go again, which we duly did. Never found out what happened to the fitter. I hope he did not have to arrive and find no train! (Or see smoke somewhere en route...)."

33. Arrival of Train No.1454 headed by NG/G13 No.59 at Mid Illovo on 28 January 1974. Glen reports on his return trip by train from Pietermaritzburg to Mid Illovo as follows:

On page 56 of the SAR Railway Time-table No.170 dated 4 December 1972, it says "passengers between Umlaas Road and Mid Illovo are conveyed by Road Motor Transport. For particulars, see service No.6072. Passenger accommodation is provided on the following goods trains when run:-

5 30a.m. Exc. Su. Umlaas Road – Mid Illovo.

9 30a.m. Exc. Su. Mid Illovo – Umlaas Road."

Also, page 69 of the South African Railways Natal System Private Working Time Book expands these notes as follows:

"1454.-Conveys passengers. Stops when required at 1,11 km for passengers and at the gates between 13,20 km and 13,40 km to offload milk cans.

1455.- Conveys passengers. Stops when required at 40,40 km and at the gates between 13,20 km and 13,40 km to pick up milk, and at 1,11 km for passengers."

Glen recorded the timing on 28 January 1974: The departure of Train No.1454 from Umlaas Road to Mid Illovo was half a minute before the advertised of 05:30 with a load of nine vehicles. Following a check vacuum stop of two minutes at 2,5 km, a water stop of 7½ minutes at Tala Water Tank [13,96 km] (06:12½-06:20), 2½ minutes at Tala [15,45 km] (06:26½-06:29), attending to the fire for 20 minutes at Eston [25,5 km] then shunt with load reduced to three vehicles for a total of 64 minutes (06:58-08:02), momentary stops at Magwahumbe Water Tank [35,18 km] (08:25) and 39,5 km (08:38) with arrival at Mid Illovo [43,73] 11 minutes late at 08:51 (scheduled time of arrival 08:40).

The vehicle with a tarpaulin is No.G1455, presumably for the milk, coupled to Van V959.

The Private Working Time Book also states that a truck may be marshalled in the rear of the van, subject to Train working Regulation 198 (2), (3), (4) and clause 19 (28) Section 1 of general appendix No.4 (Part I). The maximum permissible speed for the Umlaas Road-Mid Illovo section was listed on page 1 as 40 km/hr.

34. General layout of Mid Illovo station and yard looking deserted on 4 February 1984. When the NGR/SAR tank locomotives worked the line there was a turntable for turning the locomotives. The turntable pit was still in use in 1984 - as a goldfish pond.

35. NG/G13 No.59 at Mid Illovo with the daily train from Umlaas Road.

36. Modified ex NGR composite passenger coach/van No.27, Class UI, photographed at Mid Illovo in December 1984. It carried six First and 15 Third Class passengers with a guard's and baggage compartment at the rear. Before modification, the coach accommodated six first and forty third Class passengers. A couple of extra passenger vehicles were parked at Umlaas Road, which never seemed to get used.

37. With shunting completed, NG/G13 No.59 takes a break on 29 December 1972 and sits on the ashpit at Mid Illovo. The station building is visible in the background, with the train for the return trip to Umlaas Road made up and ready alongside the platform.

38. Between shunts, NG/G13 No.59 and the footplate crew have a well-earned rest at the water column at Mid Illovo on 28 January 1974 while the Zulu porter is getting the fire cleaned in preparation for the return journey. According to John Gilberthorpe, the coal supplied was small and filled the firebox with ash rather than clinker, often burning through which required hard work and a great deal of skill on the part of the crew.

39. An unidentified NG/G13 is collecting a load of timber at Mid Illovo Yard in the late 1960s.

40. Timber and bark were the chief freight on the outward-bound trains to Umlaas Road with livestock to a lesser extent. There was some sugar cane traffic in the season, but much had been lost to road transport by the mid-1970s. Seen here is NG/G13 No.59 on 28 January 1974, ready to depart with Train No.1455 for a scheduled departure at 09:30 with six trucks loaded with timber and a guard's van at the rear of the consist. The livestock penned in the cattle kraal appears not to be going on this train.

41. About 2,8 km after leaving Ntimbankulu, NG/G13 No.59 drifts over the Magwahumbe Bridge and stops at the tank on the north bank to replenish its water supply before tackling the continual 1/40 graded line curving over embankments and through cuttings with overhanging tree ferns to Ripley.

42. An unidentified NG/G13 with a star mounted above the twin-beam headlight carrying a load of timber on its return journey to Umlaas Road is seen here at the level crossing emitting a long blast from the whistle on the approach to Tala Halt.

43. The same unidentified NG/G13 as on the preceding image arriving at Ripley, where a couple of passengers stand waiting for the train to come to a halt. Note the basic 'waiting room', which was the standard for NGR and SAR days. Brian took the photograph in the late 1960s.

44. Many level crossings of the gravel roads crisscrossed by the railway gave a motorist no opportunity to see if a train was approaching, so a long crow on the whistle was necessary.

45. An unidentified NG/G13 with a solid load of pulpwood approaching Eston. Date unknown but judging by the original chimney and the fact that this beautiful photo is the late Brian Couzen's handiwork it was probably made in the late 60s.

46. Brian would have climbed up to the platform of the water tanks to get this view of Eston Station. Please note the immaculate state of the station.

47. The Zulu porter gives the ashpan of NG/G16 No.126 a rake over the ash pit before starting the return journey to Umlaas Road.

48. The daily mixed stopped at Eston, where the milk and cream churns and small consignments loaded into the 'wayside' covered truck were all part of the regulatory traffic. In addition, local passengers relied on the train service to take them to their residences scattered along the line where 'unofficial' stops were made, allowing them to board or disembark.

49. The motion receiving attention from the driver's grease gun before continuing the journey. John counted 54 oiling pins on the two engine units as well as Marfak nipples on motion pins and valve gear. The fireman had to fill two lubricators with valve oil (one each for the front and back engines).

50. General layout of Eston Station photographed on 4 February 1984 at a quiet time. The station grounds were kept immaculate by Aubrey Wright, the station clerk-in-charge. Propped up against the centre support of the raised stand with its four 1000-gallon galvanised-iron water tanks is a (discarded) road sign advising 'traffic humps ahead / verkeersbultjies voor'. The track leading off to the right is where the inspection trolley – seen in the following image – was parked.

51. SAR narrow-gauge inspection trolley. A once-weekly (Wednesdays) permanent way inspection motor trolley would run the length of the line in both directions.

52. Loaded to the hilt with the staple traffics of the line – sugar cane and timber – NG/G13 No.77 charging out the valley of the Mlazi en route to Umlaas Road in June 1974. [beautiful shot]

53. An unidentified NG/G13 with its load of timber passes through one of the more remote sections of the line.

54. A lovely peaceful atmosphere prevails in this rural scene as an unidentified NG Garratt drifts along with its short load of timber.

55. The daily, except Sundays, return train arriving at Tala headed by the same Garratt seen in images 42 and 43 with its substantial load of pulpwood, probably destined for the Cortaulds/Saiccor rayon mill at Umkomaas. Note the basic 'waiting room' dating back to the opening of the railway. Brian took the photograph in the late 1960s.

56. NGG13 No. 59, photographed on 29 December 1972, crossing the 200ft long Mlazi bridge between Tala and Edinglassie with the same train seen on image 41 after picking up more loaded wagons of timber at Eston. [beautiful photo]

57. In the open country and winding its way up towards Umlaas Road, an unidentified NG/G13 with its heavy load of timber.

58. Approaching Umlaas Road Station, the narrow-gauge line runs parallel to the single-track old main line to Pietermaritzburg via Thornville. In front and on the right, the double-track main line to Pietermaritzburg via Ashburton disappearing into the distance.

Glen timed the return journey of train No.1455 on 28 January 1974 as follows: having departed from Mid Illovo 09:44½ (14½ minutes late) with a load of 8 wagons; three more were attached after a 10½ minutes shunt at Ntimbankulu (10:01-10:11½), ½ a minute stop for passenger requirements at 35 km (Magwahumbe Bridge water tank); van and goods wagons shunted, and engine requirements at Eston for 23 minutes (10:46-11:09); six minutes spent taking water at Tala Water Tank (11:38-11:44), one minute stop at Edinglassie (11:52½-11:53½); 1½ minutes for passengers boarding at Killarney Road (12:09); train arrives at Umlaas Road 14 minutes early at 12:26 (12:40 scheduled time of arrival) with 11 wagons loaded with timber, a van and a truck.

59. A hive of activity on a Saturday afternoon at Umlaas Road, June 1973. The Garratt on the right is retreating to the loco shed at the end of the working week.

60. The scene at Umlaas Road on a Saturday afternoon in June 1973: the Garratt heading towards the shed has just returned from Mid Illovo. The diminutive loco shed at Umlaas Road has just enough room to accommodate a single Garratt inside and another outside over the old turntable pit. The Garratt on the left alongside the electrified Natal Main Line has its goods train ready assembled for the journey to Mid Illovo on Monday morning.

61. NG/G13 No.59 has its goods train ready assembled for the journey to Mid Illovo on Monday morning. As a rule, one engine per week was used from Monday to Saturday, then shunted into the tiny shed for a washout on Monday by the Masons Mill staff. A fitter came each Saturday to do any repairs booked by the driver, but the driver would have to attend to any running maintenance during the week, obtaining a voucher from the stationmaster to cover his time. There was no regular train service on Sundays, and the driver would come in for three hours and do a washout-lubrication on the Garratt, which had been washed out the previous Monday.

62. Seen passing through Umlaas Road Station, a narrow-gauge Garratt spread over two low-loader wagons en route to the Pietermaritzburg Mechanical Workshops for routine overhaul. The dome, cab roof and chimney have been removed to avoid fouling the overhead catenary. Note the flowerbeds to add some colour to the otherwise sterile platform.

Meeting of the Garratts of two gauges

on 29 November 1980

63. A meeting of the Garratts of two gauges organised by Allen Jorgensen: on 29 November 1980, at the Centenary of the railway opening between Durban and Pietermaritzburg, the SAR operated a commemorative train headed by two Class GMAM Garratts (Nos.4066 & 4101). At Umlaas Road, NG/G13 No.60 was parked alongside for the photoshoot to capture the two Classes of Garratts, representing the standard gauge and the narrow gauge, side by side.

The RSSA's 'Christmas Braai and Father Christmas Special' 3 DECEMBER 1983

64. The RSSA's 'Christmas Braai and Father Christmas Special' slogging up the 1 in 40 grade between Tala and Eston on Saturday, 3 December 1983. The day dawned damp and miserable (a carbon copy of 1982's trip). NG/G13 No.60 was used to haul three covered DZ wagons, the 1st and 3rd class half passenger/ half brake van and two spare brake vans. Departure was on schedule at noon from Umlaas Road - Friday's train was cancelled to allow the RSSA's special to run – and the return journey departed from Eston at 4 pm.

65. There was still a light drizzle on arrival at Eston, but that did not deter the braai from going ahead. Mr Wright, the station clerk-in-charge, took great pride in keeping the garden around the station in immaculate condition but unfortunately, the weather put paid to making full use of it.

66. To the great delight of the kids, Father Christmas stepped down from the footplate of No.60 with his sack of goodies.

THE RSSA'S 'CLOSING SPECIAL' 23 FEBRUARY 1985

67. NGG13 No.77 at Eston station with one of the last scheduled trains on the branch on Saturday, 23 February 1985. No.77 was brought back from Estcourt after the closure of the railway to Weenen to work the Mid Illovo branch.

After the closure of the railway, the Eston Station building was dismantled and rebuilt at the Midmar Historical Village precinct near Howick. When the Midmar Historical Village was closed in 1995, Eston Station was rescued and rebuilt at the Transnet Railway Museum in George. The Museum was opened on 24 September 1998.

68. A large group of RSSA Natal Branch members getting ready to board the train headed by NG/G13 No.77 for the trip back to Umlaas Road on Saturday, 23 February 1985. Later that week, on 28 February, the branch line closed officially. The last train, a 'Farmers only' special, was run on 9 March, thus ending 74 years of uninterrupted steam-hauled traffic.

EPILOGUE

69. NG/G13 No.s 60 and 49 (with cab plates removed) staged next to the Umlaas Road loco shed in May 1985.

NG/G13 No.60 was sold in 1985 to the Verein Schinznacher Baumschulbahn, Schinznach Dorf, near Brugg, in Switzerland.

NG/G13 No.49 was moved to Springs in 1990, where it languished at the depot for 12 years before being rescued by the Sandstone Heritage Trust and returned to working order in 2004.

70. Rusting narrow-gauge Garratt photographed in August 1988, looking worse for wear abandoned at the derelict Umlaas Road loco shed with shrubbery growing out from underneath.

A report in the 1987 January-February issue of SA RAIL noted that removing the rails on the Umlaas Road-Mid-Illovo branch had been completed. At the time, only a few 'G' wagons had remained at Umlaas Road, but no mention was made of the two Garratts left stranded on remnants of the track on site. The 1990 July-August issue of SA Rail reported that action was finally taken to salvage NG/G13 No.49 and NG/G16 No.115, which by then had been extensively vandalised.

71. Workmen busy dismantling Mid Illovo Station building. It was intended to be rebuilt at the Pineville Junction Historic Village, corner of Stapleton & Josiah Gumede (previously Old Main) Roads in Pinetown. The roofline identified on Google Earth imagery suggests that the Baden Powell House could be the rebuilt Mid Illovo Station.

72. Allen Duff reports: "Eston Station building rescued from the Midmar Historical Village was rebuilt at the Transnet Transport Museum in George, Western Cape. The only resemblance to the original Eston station is the rectangular shape with brick columns for the canopy. The building is larger than the original. Understandable as it houses equipment that one wouldn't want the public touching. Observation through the windows. In front is the Queen Victoria bench".

UMLAAS ROAD – MID ILLOVO GARRATTS –

WHERE ARE THEY NOW?

The locomotive allocation table compiled by Leith Paxton shows NG/G13 Garratts with running numbers 49, 58, 59, 60, 77 & 78 assigned to work the Umlaas Road – Mid Illovo Branch; some of these locos were circulated with the Estcourt-Weenen branch from 1976 onwards. In 1982, NG/G16 No.126, followed by NG/G16 No.115 in 1984, were transferred from Umzinto to work on the line.

NG/G13 No.49 (Hanomag WN 10598/1928)

Leith's allocation table lists No.49 as the first Garratt assigned to work on the Umlaas Road-Mid Illovo branch from November 1948 until 1952. From 1952 until 1982, No.49 appears to have been allocated to the Port Shepstone-Harding Branch. It was not until 1984 that No.49 returned to Umlaas Road and worked there until the branch's closure at the end of February 1985.

After the branch's closure, No.49 was staged on the siding running parallel to the loco shed at Umlaas Road and joined by its stablemate No.60, as seen in image 69 taken by Robert Bucher in 1985.

The 1990 July-August issue of SA Rail reported that action was finally taken to salvage No.49, which had by then been extensively vandalised. Unfortunately, this historically significant locomotive languished at Springs depot for 12 years to give the branches of a large tree enough time to engulf the locomotive. Finally, in May 2002, a team from Sandstone Heritage Trust arrived to rescue the locomotive. It has since been restored at the Bloemfontein Mechanical Workshops by Lucas Nel and returned in working order to Hoekfontein in October 2004.

http://www.sandstone-estates.com/index.php/sandstone-inventory/72-unlisted-inventory/unlisted-railway-inventory

NG/G13 No.58 (Hanomag WN 10549/1927)

After the line's closure at the end of February 1985, No.58, the historically significant Class leader of the NG/G13s, was moved from Umlaas Road to Estcourt for staging following the expiry of its hydraulic certificate. A report in the 1996 March/April issue of SA Rail described the locomotive as having been severely vandalised and would take a considerable investment both in effort and material if it were ever to run again. No.58 was subsequently rescued and is securely stored at the Sandstone Heritage Estate.

NG/G13 No.59 (Hanomag WN 10550/1927)

This locomotive worked on the Umlaas Road-Mid Illovo railway from 1960 to 1970 and was one of five Garratts pooled to work on the former and the Estcourt-Weenen railway.

On 4 January 1982, NG/G13 No.59 overturned on a horseshoe curve outside the Weenen Nature Reserve boundary near New Furrow and tragically claimed the life of the fireman. In March, the wrecked locomotive was recovered from the accident site and towed back to Estcourt. It was subsequently transported to Mayors Walk Mechanical Workshops in Pietermaritzburg and eventually scrapped.

NG/G13 No.60 (Hanomag WN 10551/1927)

After withdrawal from service in March 1985, NG/G13 No.60 was sold to Swiss owners, Verein Schinznacher Baumschulbahn, Schinznach Dorf, near Brugg. Packed in three shipping containers, No.60 started its journey to Switzerland on 24 December 1985 and arrived on site on 14 February 1986.

The 1997 October/December issue of SA Rail featured a photograph of NG/G13 No.60 in steam for the first time after refurbishment in Switzerland in July 1997. Finally, on 16 May 1998, resplendent in red livery, the locomotive was taken into service at the SchBB and baptised 'Drakensberg' at the inauguration ceremony.

Following a rebuild of the track layout, No.60's 500-metre-long section of track was taken up, which meant the locomotive could no longer continue operating at SchBB and was consequently sold. It left Switzerland on 11 July 2017 for its new owners in the UK.

https://www.schbb.ch/de/Lokomotiven/Verschwundene-Fahrzeuge/Drakensberg

2021 update: It is listed as 'privately-owned' at the Vale of Rheidol Railway, which runs for 11¾ miles (19 km) between Aberystwyth and Devil's Bridge in Ceredigion, Wales.

NG/G13 No.77 (Hanomag WN 10629/1928)

Following transfer to Natal in 1966, this Garratt was allocated to work on the Port Shepstone-Harding railway. From 1973 to 1976, it was seen on the Umlaas Road-Mid Illovo branch and then alternated in the ensuing years from 1976 and 1983 between Estcourt and Umlaas Road.

In February 1983, NG/G13 No.77 was transferred from Umlaas Road to Estcourt to replace the ill-fated No.59. After the closure of the Estcourt-Weenen railway, No.77 returned to Umlaas Road to replace No.58, which was moved to Estcourt for staging following the expiry of its hydraulic certificate.

The March/April 1995 issue of SA Rail reported that NG/G13 No.77 had been sold to the Brecon Mountain Railway, Merthyr Tydfil, Mid Glamorgan in Wales*. It was undergoing a thorough overhaul, converted to oil-firing, equipped with air brakes and mechanical lubrication.

* The 1 ft 11¾in (603 mm) narrow gauge tourist railway line runs from Pant, 3 miles North of Merthyr Tydfil, to Torpantau, following a part of the original Brecon & Merthyr Railway route, which was closed in 1964.

2021 update: This Garratt is now listed under the Exmoor Steam Railway located at Bratton Fleming in North Devon.

NG/G13 No.78 (Hanomag WN 10630/1928)

It is stored (on display?) at the Deutsches Technikmuseum in Berlin, Germany. https://www.flickr.com/photos/danielmennerich/14466430696

This locomotive incorrectly bears the number plates and factory plates of NGG 13 No. 83, which was also brought back to Germany together with No. 78. https://de.zxc.wiki/wiki/SAR-Klasse_NGG_13_/_NGG_16 (webpage last edited on 13 July 2020)

(Another source gives the location as Hanomag Museum, Germany)

NG/G16 No. 126 (Beyer Peacock WN 7427/1951)

This Garratt was on loan from the Umzinto Shed for 131 days starting from 23 July 1982 to replace NG/G13 No.77, which had gone to the Pietermaritzburg Mechanical Workshops for a routine overhaul. The loco was then permanently allocated to Umlaas Road from 1 December 1982. After the Umlaas Road-Mid Illovo branch closed at the end of February 1985, No.126 underwent a heavy overhaul at the Pietermaritzburg Mechanical Workshops and was transferred to Port Shepstone to serve as a 'Banana Express' locomotive after receiving a dark green livery.

After SATS ceased operations on the Port Shepstone-Harding Railway, No.126 was among the stock taken over by the ACR. However, no mention is made on subsequent locomotive allocation tables whether No.126 was ever placed in service by the ACR.

In June 2008, following the termination by Spoornet of the Paton's Country Narrow-Gauge Railway's operation of the 'Banana Express', eight locomotives, including No.126, were moved for 'safe-keeping' to the Paddock premises of the Classen Family.

After being left in the open without any protection from the weather for 11 years, it comes as no surprise that the locomotives deteriorated beyond redemption, resulting in five Garratts, including No.126, cut up for scrap in 2017. (Narrow Gauge World, Issue 126, Nov/Dec, p.16 & 17)

NG/G16 No.115 (Beyer Peacock WN 6925/1937)

No.115 was transferred in 1984 from Umzinto to join the trio of NG/G13s Nos. 60, 77 and 49 at Umlaas Road. After withdrawal from service in March 1985, the locomotive was sold to the Exmoor Steam Railway, Bratton Fleming, North Devon, UK.

This Garratt was listed as sold in 2006 to the Welsh Highland Railway but listed on the WHR web page.

Listed as 'location unknown' on

https://www.facebook.com/notes/south-african-steam-in-the-uk/south-african-steam-locomotives-in-the-uk/544104669045447/

Listed as inoperable under Exmoor Steam Railway

https://de.zxc.wiki/wiki/SAR-Klasse_NGG_13_/_NGG_16

That concludes our story of the Umlaas Road - Mid Illovo line. Our next narrow-gauge chapter will begin coverage of the amazing Umzinto-Donnybrook line, which, in the course of its 98-mile journey from the coast, climbs from 171 feet at Esperanza to 4617 feet at Eastwolds.

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