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SSoouutthh AAffrriiccaann RRaaiillwwaayyss IIlllluussttrraatteedd

Editor Charles Baker Email sarillustrated@gmail.com Telephone (031) 337-7760 Cell 082 923 4868

Photographers / Contributors Fanie Kleynhans Joyce Van Der Vyver Greg Hart Shaun Dreyer

Lindsay Bridge Dave Gallop Noel Welch Aidan McCarthy James Lee Attwell Charles Baker Deon Arangies

Proof Reader Dave Gallop

Advertising Charles Baker

Front Cover Photo. Designated Blue Train Class 20E Locomotives 20 032 / 20 031 at Cliffdale in KwaZulu Natal. The train was on its way to Durban for the weekend where it was involved with the 2015 Tourism Indaba. Photo - Charles Baker (8th May 2015).

Back Cover Photo. Saiccor No. 3, ex South African Railway Class 19D, No. 2767, with fireman Hawkin Hansen pictured at the Timber Exchange Yard in Umkomaas on the KwaZulu Natal South Coast. Photo – Charles Baker (26th January 2015).

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CCoonntteennttss –– VVoolluummee 11 Page 4. Editor’s Comment Page 5. A Visit To Koedoespoort Page 8. KZN Black & White Photo Gallery Page 11. PRASA AFRO 4000 / TFR China Dolls Page 13. Featured Station Layout Diagram Page 14. Down Memory Lane – Driver Pretorius Page 15. ESCOM & TUGELA Page 17. Highveld Photo Gallery Page 25. Class 4E & Vapour Clarkson Steam Heater Page 26. The Blue Train Visits KZN Page 28. Elandslaagte Page 30. Type 5M2/A Multiple Units Page 32. KZN Colour Photo Gallery Page 38. Western Cape Photo Gallery Page 48. The End Of An Era Page 52. Rovos Rail – The Pride Of Africa Page 55. Next Issue Feature – Class 20E Arrival © COPYRIGHT STATEMENT All Rights Reserved. All the photos / images, sponsored adverts and text contained in South African Railways Illustrated are copyright, and remain the property of, and / or under the control of their original authors / photographers and South African Railways Illustrated. None of the content may be copied, saved (stored on a PC or / Retrieval System), shared or posted / distributed on other web pages or websites, either in part or in full, without the written permission of the editor of South African Railways Illustrated or the original author / photographer.

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EEddiittoorr’’ss CCoommmmeenntt I use the name “South African Railways Illustrated” very loosely in making it the title of this publication. Like many others, the history of the railways in South Africa holds great interest and fascination for me, and it is something that I am passionate about! The absolute magical era of South African Railways (SAR / SAS) in its heydays has been very well recorded and documented. Thankfully too, due to the photographic efforts of Les Pivnic and Charlie Lewis (to name just two rail photographers from that era), there is an exquisite collection of quality and very emotive images that truly do encapsulate the “soul of a railway”. So what remains of the railways in South Africa after the end of steam and post the SAR / SAS era into the 21st century and in its current guise? Transnet Freight Rail, incorporating the fabulous Blue Train, PRASA (Passenger Rail Agency Of South Africa) with Shosholoza Meyl / Premier Classe & Metrorail under its umbrella, together with the privately owned companies RRL Grindrod, AR & TS (African Rail & Traction Services), Sheltam, Rovos Rail and Shongololo Express provide the vast majority of all train workings / traffic currently on the 3’6” (Cape Gauge) national network. Since 2010, newcomer Gautrain, has operated a mass rapid transit railway system in Gauteng on a 4’8½” standard gauge system. This brings me to the main focus of the content of South African Railways Illustrated, which is to showcase photographically what we know, see and enjoy currently on the national network, with some news, a hint of history and a bit of nostalgic magic. I hope you enjoy the read! Charles Baker

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AA VViissiitt TToo KKooeeddooeessppoooorrtt

Article & Photographs by James Lee Attwell. On September 13th 2014, the Railway Society of Southern Africa (RSSA) visited Transnet Freight Rail’s Koedoespoort assembly plant and workshops, Transnet Engineering, just east of Pretoria.

The visit coincided with the recent arrival and assembly of Transnet’s new Class 20E dual-voltage electric locomotive; Transnet Engineering being responsible for the assembly of numbers 20 011 to 20 025 from Chinese-built kits. (Kritzinger, 2015).

However, on this particular day, there was only one bare Class 20E on the old Class 18E assembly lines, with the kits for the other 20Es arriving at a later stage. Despite the quiet proceedings along the 20E assembly line, there was a ‘buzz’ of activity in the parallel workshops that were assembling Transnet Freight Rail’s Class 43 diesel-electric locomotives. The Class 43s on the assembly line were part of Transnet Freight Rail’s third order for a further 91 Class 43s to be assembled by Transnet Engineering. (Kritzinger, 2014).

Besides for the assembly of the 91 new Class 43s, there was also a surprise sighting of 43 011 – the very first build of the first order which rolled out from Koedoespoort in July 2011, however, the reason for its return to Koedoespoort was unknown.

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Above: A Class 43 (no identifiable number as yet) on the assembly line nearing completion. Below: Class 43, 43 153, almost complete and nearly ready to be lowered onto her bogies (13th September 2014). Photos – James Lee Attwell.

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However, the surprise sighting of the RSSA visit to Koedoespoort was that of the five ex-‘

Other sightings from around Koedoespoort included several crash victims of different classes, as well as several Class 18Es, either there for repairing, and / or re-spraying to Transnet Freight Rail’s new ‘red’ livery. Metro-Blitz’ and ex-Blue Train Class 12Es on a secluded storage line. The 12Es were not in great condition as several years’ worth of UV exposure was certainly showing and several components were missing. The future and fate still remains a myth and a mystery for the five historic 12Es.

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KKZZNN BBllaacckk && WWhhiittee PPhhoottoo GGaalllleerryy

Above: Class 18E, 18-307, with a short Tanker Wagon train passing 18-230 and a mixed load on the climb up the hill out of Lions River towards Tweedie. Photo – Charles Baker (2nd February 2014). Below: An upturned wagon from the derailment at Frere (on the Ladysmith side), that happened on the 18th December 2013. Photo – Charles Baker (8th February 2014).

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Above: Class 11E locomotives on this coal train (E11025 on the front) at Nsezi / Richards Bay (15th February 2014). Below: Class 18E, 18-317, with a shortish load of containers approaching Colenso Station from the Durban side (21st March 2014). Photos – Charles Baker.

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Above: The Wesselsnek Station name board is one of the few things still standing from this little station just outside Elandslaagte (21st March 2014). Below 18-205, passing through Rosetta Station with cement (14th September 2014). Photos – Charles Baker.

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PPRRAASSAA AAFFRROO 44000000 // TTFFRR CChhiinnaa DDoollllss

Above: Designed and built in Spain by Vossloh España, this is the class leader of the new PRASA AFRO 4000 diesel locomotives, No. 4001 at Port Elizabeth Station (18th April 2015). Below: Class 20E, 20 007, at Evendowns Railway Station at 05:30am (31st December 2014). Photos – Noel Welch.

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Above: Sheldon in the Eastern Cape and a manganese train headed by Class 20E locomotives 20 024 (24th November 2014). Below: Class 20Es, 20 048 (front), and Class 34s, 34-088 (front) at Rosmead Station (6th January 2015). Photos – Noel Welch.

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FFeeaattuurreedd SSttaattiioonn LLaayyoouutt DDiiaaggrraamm –– DDee JJaaggeerrssddrriiff

De Jagersdrif Station (De Jagers Drift) is located on the Hlobane / Glencoe line, some 27 kilometers outside of Dundee in Northern KwaZulu Natal. Established and built by the Natal Government Railways (NGR), the area and station played a significant part in the Anglo-Boer War (1899 – 1902). This image appears courtesy of Greg Hart, who has painstakingly researched and redrawn many of the station layout diagrams from around South Africa.

SAR-Models (SARM Registered Trade Name)

SARM manufactures and stock a wide range of Scale Models of South African Railways (SAR) & Spoornet. Available scales HO (1:87) & O (1:43.5) Jan Gouws & Associates P.O. Box 910, Somerset West. 7129, South Africa

Cell +27 82 939 2414 / Email sarm@telkomsa.net

Left: Old Blue Train Dining Car. Centre: Old Blue Train Kitchen Car. Right: Old Blue Train Lounge Car.

Left: Old Blue Train Composite. Centre: Old Blue Train C31 (A). Right: Old Blue Train C31 (B).

Left: O-1 Palletized Fruit Wagon, SMLJ Wagon with 12m Safmarine Container, STJ-2 Log / Timber Wagon, FSLJ Palletized Beer Wagon

SARM produces over a 100 different Passenger Coaches & over 50 Freight Wagons

Free SARM Catalogue available “ the SAR Legend lives on > ” Model Builders since 1958

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DDoowwnn MMeemmoorryy LLaannee –– DDrriivveerr PPrreettoorriiuuss

Above: Driver Pretorius at the controls of a Class 5E locomotive while in charge of the South African government’s White Train with Prime Minister B.J. Vorster on board. Only a very select band of drivers were used for this duty (Circa 1968).

Shaun Dreyer submitted these two very interesting retro photos and information with the consent of Mr. Chris Pretorius, the son of Driver Pretorius.

Driver Pretorius was stationed at Danskraal / Ladysmith. He started with the South African Railways in Durban at the age of 16 as a stoker in 1931. He later worked in Pietermaritzburg where he met his future wife (a nursing sister) and finally moved to Danskraal.

The last two years of his working career he spent working as a loco foreman and he retired in 1970 (aged 55) after 39 years of service, during which time he was a recipient of bronze / silver / gold and diamond medals for accident free service.

Left: Driver Pretorius’ son, Chris Pretorius,

standing at the side cab door of Class 5E locomotive, E612. The photo was taken whilst visiting his dad at Danskraal (Circa 1970).

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EESSCCOOMM && TTUUGGEELLAA

The two little locomotives that played an integral role in the development of the South African Railways. Photos – Charles Baker (29th June 2012).

The town of Colenso in KwaZulu Natal has significant history with the railways in South Africa, as it was on the banks of the Tugela River in Colenso during the 1920s that the South African Railways built the Colenso Power Station (it opened in 1926) to supply electricity for the 274 km section of track between Glencoe and Pietermaritzburg (the first electrification).

The steep gradients through Natal made the electrification of the line appear beneficial, more so if regenerative braking was used.

Coal from the coalfields of Northern Natal, transported by South African Railways, and water from the Tugela River was used.

In January 1927 South African Railways sold the Colenso Power Station to the Electricity Supply Commission (ESCOM), and the shunting of coal wagons from beyond their point of delivery by South African Railways became

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the responsibility of the power station itself. In 1935 ESCOM purchased the first of two fireless locomotives to work at the Colenso Power Station. TUGELA (0-4-0) was built in the United Kingdom by RW Hawthorne, Leslie & Company. The second locomotive, ESCOM (0-6-0), built by W. G. Bagnall & Company Limited in 1937 then arrived to work alongside TUGELA. The two fireless locomotives were well suited to doing short trips around the power station, where a large steam generating plant was available to recharge their pressure vessels. With loyal service until 1984, both locomotives are now plinthed in the grounds of the offices of the Colenso Municipality.

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HHiigghhvveelldd PPhhoottoo GGaalllleerryy

Above: Class 43, 43 108, with a load of container coal destined for Tutuka Power Station near Standerton seen on the way to Dryden on an overcast morning. Below: Class 10Es headed by 10-052 approaching Kendal on the Delmas / Ogies section. Photos – Aidan McCarthy (2nd November 2014).

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Above: Class 10Es with 10-070 in charge between Dryden and Argent on the Delmas / Ogies section (2nd November 2014). Below: Class 18Es, with 18-509 in front cross the Wilge River and start the climb up to Argent Station (14th November 2014). Photos – Aidan McCarthy.

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Above: Class 35s, headed by 35-121 climb out of Boons on the Mafikeng line. Photo – Aidan McCarthy (25th May 2013). Below: Class 34s, with 34-120 in charge, climbing out of Boons on the Mafikeng line. Photo – Aidan McCarthy (11th November 2012).

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Above: Class 6E1s, headed by E1484, in original SAR livery approaching Meyerton with a load of coal (21st October 2012). Below: Class 6Es, with E1222 in charge, are approaching Redan Station near Vereeniging (30th October 2011). Photos – Aidan McCarthy.

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Above: A set of Class 38 electro-diesel locomotives are leaving Redan on the Vereeniging line (10th July 2011). Below: Class 38s, 38-021 & 38-038, are approaching Arbor siding on the Delmas / Ogies section (22nd April 2015). Photos – Aidan McCarthy.

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Above: Class 18Es headed by 18-343 passing the grain silos at Argent Station on the Delmas / Ogies section (22nd April 2012). Below: Class 34s with 34-065 in charge of a fuel train are tackling a climb on the Mafikeng line (27th April 2012). Photos – Aidan McCarthy.

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Above: Class 34s headed by 34-025 leaving Battery with a container train on the Mafikeng line. Photo – Aidan McCarthy (30th June 2012). Below: A Vereeniging bound Metro leaving Redan. Photo – Aidan McCarthy (21st October 2012).

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Above: A “Python” headed by Class 18E, 18-633, looming out of the mist near Greylingstad on the Natal Main Line. Photo – Aidan McCarthy (7th July 2013). Below: Class 6E1, E1317, leaving Rooiwal with a Johannesburg bound passenger train. Photo – Aidan McCarthy (1st March 2014).

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CCllaassss 44EE && VVaappoouurr CCllaarrkkssoonn SStteeaamm HHeeaatteerr

Above: Circa 1965/70? Looking fantastic in the SAR “red & whisker” livery, a Class 4E electric locomotive, designed by GEC (General Electric Company) and built by North British Locomotive, is pictured here with a Vapour Clarkson Steam Heater. Photo submitted by Deon Arangies. Deon purchased the original image off an Ebay Auction.

Left: Well known for their abundant overall length of 21.844 meters / 71 feet 8 inches, the Class 4Es were also fitted with the heaviest brass number plates I have ever handled and come into contact with off a SAR / SAS locomotive. E229 is in my collection and is a real “brute” of a plate! Photo – Charles Baker.

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TThhee BBlluuee TTrraaiinn vviissiittss KKZZNN

Probably one of the most beautiful “train” sights I’ve seen. By Charles Baker.

Railfans in KwaZulu Natal had to wait a bit longer than the other regions (Western Cape & Gauteng) for an opportunity to see and photograph the fabulous Blue Train, together with her own new Class 20E locomotives, No. 20 031 & No. 20 032.

The 19-coach set made its way to Durban for the second weekend of May 2015 as part of the 2015 Tourism Indaba.

With the arrival time at Durban Station scheduled for about 9.30am on Friday, 8th May 2015, it meant having to be out and about really early to try and secure a few photos further up the line.

Sunrise in Pietermaritzburg coincided with the train crossing the Pentrich Viaduct, as per the main photo above, having just made a short stop at Pietermaritzburg Station.

The train made a marketing / dinner trip down to Umkomaas on the KwaZulu Natal South Coast on the Friday evening. Mid afternoon on Sunday, 10th May 2015, and it was time for the Blue Train to return to Pretoria. Unfortunately the weather offered up only cloudy and overcast conditions, but no matter what the weather does this train remains a truly magnificent and very impressive sight!

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Above: Cliffdale Crossing and Class 20E locomotives, 20 032 & 20 031, with the Blue Train are heading home to Pretoria on Sunday afternoon (10th May 2015). Photos – Charles Baker.

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EEllaannddssllaaaaggttee

A really lovely peaceful and serene place to watch trains go by from. By Charles Baker.

Above: Class 18E, 18-349, heads a Durban / Cato Ridge bound “Python” (65 X C Type Wagons loaded with coal or manganese) as it climbs the hill away from Elandslaagte Station up towards Pepworth / Ladysmith. Note the British Naval Cemetery under the trees to the right. Photo – Charles Baker (4th May 2013).

Elandslaagte lies between the towns of Dundee and Ladysmith (about 26 kilometers on the line north of Ladysmith) on the R602 in Northern KwaZulu Natal. The “new” station was designed in 1900 by William Henry Brown, who also designed the Pinetown, Umsindusi (adjacent to Pentrich Station), Highlands and Thorneville Junction Stations.

A significant battle took place at Elandslaagte during the Anglo-Boer War of 1899 – 1902. On the morning of the 21st October 1899 the Boers, who occupied the “old” railway station, were attacked and driven off by the British.

Much of the coal from the mine at Elandslaagte, which closed in the early 1980s, was railed through to the Colenso Power Station. Shaun Dreyer, good friend, an ardent railfan and history enthusiast, grew up in Ladysmith and recalls his dad taking him through to the colliery at Elandslaagte to watch ex SAR Class 14R No. 1723 shunting coal wagons through to the station. No. 1723 finished up working for Natal Cambrian Collieries at Ballengeich near Newcastle and is now plinthed at the Talana Museum just outside Dundee.

Shaun also remembers there being a special school train every day between Ladysmith and Elandslaagte.

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Above: A few close ups of the British Naval Cemetery (Anglo-Boer War 1899 – 1902), situated adjacent to the main line through Elandslaagte. An inscription on the first image (above left) reads as follows “IN MEMORY OF BRITISH OFFICERS AND MEN WHO DIED IN FIELD HOSPITALS AND ORIGINALLY BURIED AT SUNDAY’S RIVER, WESSELSNEK, WASCHBANK AND NOW LIE BURIED HERE AT ELANDSLAAGTE NAVAL CEMETERY”.

Top Left: An empty car train headed by Class 18E, 18-340, approaches Elandslaagte Station from the Ladysmith side. Photo – Charles Baker (13th October 2012). Centre Left: Container trains crossing at Elandslaagte. Class 18E, 18-272, and her load of containers are bound for Kazerne in Johannesburg, having just undergone a crew change at Danskraal / Ladysmith. Photo – Charles Baker (21st March 2014). Bottom Left: Class 18E, 18-110, is climbing the hill out of Elandslaagte Station with a load of coal and is heading towards Pepworth / Ladysmith. Photo – Greg Hart (4th May 2013).

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TTyyppee 55MM22//AA MMuullttiippllee UUnniittss

Above: Train No. 0633 has just made a stop at Pinedene Station in Gauteng. Photo – Charles Baker (28th December 2011).

The Type 5M2 motor coaches and trailers were built by Metro Cammell between 1958 and 1960, and the Type 5M2A by Union Carriage and Wagon (UCW) between 1962 and 1985.

Various changes / upgrades have been made to the motor coaches over the years, including the removal of the centre cab door, the rear pantographs and changing out the round “screw in” headlight to the current sealed beam type. Metrorail have in recent years embarked on an extensive refurbishment program of the Type 5M2/A and contracted with CTE (Commuter Transport Engineering) for this purpose.

Above: Train No. 236 is stopped at Stanger Station on the KwaZulu Natal North Coast. Photo – Lindsay Bridge (Circa 1970).

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Above: A Soweto Business Express set (SBE1), sporting a diamond shaped pantograph, departs Platform 13 at Johannesburg Station. Photo – Charles Baker (30th December 2011). Below: An 8 coach set arriving at Rossburgh Station in KZN. Photo – Lindsay Bridge (Circa 1970).

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KKZZNN CCoolloouurr PPhhoottoo GGaalllleerryy

Above: Class 6E1, E1496, in her original SAR / SAS “red & whisker” livery, is about to cross the steel bridge into Lions River Station with a PRASA / Shosholoza Meyl “ANC Special” bound for Durban. Photo – Greg Hart (7th January 2012).

Left: A pretty rare image this! Class 5E1, E1096, in the “striped” orange Spoornet livery, pictured here at Bothas Hill Station in KwaZulu Natal on the

“Old” Main Line. Photo – Greg Hart (1996).

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Left: For me it’s the beauty of the rounded face and headlight! Class 5E1 Series 2, E648 (built in 1963/4), in the much loved “red & whisker” livery of South African Railways, with driver D.F. Kruger, is pictured here running around at Bothas Hill Station in KwaZulu Natal on the “Old” Main Line. Photo – Greg Hart (1996).

Below: Three of the remaining survivors of the original 100 that entered service between 1983 and

1985 for South African Railways - an additional 7 were built for the mining industry. Class 8E, centre cab, electric shunters, E8096 / E8090 / E8012, just after sunrise at Bayhead. The number of these locomotives still in service has been radically reduced in recent years as spares became unavailable. Those that have already succumbed are now being used as parts donors to keep the remainder of the fleet running. It is guesstimated that only approximately 40 are now still in regular service (excluding those that remain from the additional 7 for the mining industry). Photo – Charles Baker (4th January 2014).

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Above: Class 18E, 18-434, heads a Durban bound “Daylight Sitter” service through the section between Mooi River and Rosetta. Photo – Greg Hart (21st March 2014). Below: Class 18E, 18-119, in her new TFR livery at Lions River Station. Photo – Charles Baker (19th April 2014).

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Above: Class 18E, 18-357 and a load of cement, are passing through Ladysmith Station (27th February 2011). Below: Class 34 (200), 34-233, is ready to depart from Glencoe Station for her short afternoon return run back to Dundee (2nd July 2011). Photos – Charles Baker.

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Above: 18-317, with a newly refreshed / painted cab end, is passing through Ashburton Station with a load of cement (10th July 2011). Below: 18-291, outward bound from Durban with a mixed train, passes through Rosetta Station. Photo – Charles Baker (4th February 2012).

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Above: 18-066 and a cement train pass the wreck of a Cessna on the top of the Balgowan climb (11th May 2012). Below: 18-253 heads a 35-wagon container train towards Pietermaritzburg, after crossing the Mkondeni Viaduct (26th June 2012). Photos – Charles Baker.

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WWeesstteerrnn CCaappee PPhhoottoo GGaalllleerryy

Above: Sunset and two Class 33s and a Class 35 are working hard up the hill through Cooper in the Southern Cape, with a mixed freight behind bound for Voorbaai. Photo – Fanie Kleynhans (28th June 2007). Left: Two Class 34s and a Class 9E electric locomotive are busy working as pushers at the back of an empty ore train just outside Velddrif on the West Coast. Photo – Fanie Kleynhans (30th October 2007).

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Above: Class 9E, E9019, leads an empty ore train out of the Orex yard at Saldanha (30th October 2007). Below: Class 9E, E9014, is alone at the tail of an empty ore train in Loop 2 north of Elands Bay just after sunset (4th January 2014). Photos – Fanie Kleynhans.

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Above: Two Class 33s lead a Rovos Rail train over the Gouritz river from George back to Cape Town (3rd June 2004). Below: Class 33, 33-501, leads a Class 35 and an empty DZ Wagon over the Gouritz river (17th February 2006). Photos – Fanie Kleynhans.

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Above: Two Class 34s lead a Rovos train through Reebok in the Garden Route, with a tanker in the distance just off the coast of Mossel Bay (3rd July 2004). Below: The luxury Blue Train is just north of Wellington with two Class 14Es (28th June 2010). Photos – Fanie Kleynhans.

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Above: The aloes are in full bloom as Class 33, 33-509, leads a Rovos Rail train back to Cape Town through Kleinberg in the Southern Cape (3rd June 2004). Below: Sunset as this Metrorail set slows for a stop at Muldersvlei Station (22nd February 2010). Photos – Fanie Kleynhans.

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Above: Rare image indeed! A PRASA Afro 4000 loco and a Premier Classe set in the PRASA blue livery passing through Kleinstraat (29th March 2015). Below: Class 9E, E9012, at the back of an empty ore train at Velddrif (30th October 2014). Photos – Joyce Van Der Vyver.

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Above: Class 15E, 15 070, runs around its empty train in Loop 1 at Dwarskersbos, to head back to the depot at Saldanha (16th February 2014). Below: Class 20Es in the Blue Train livery (20 031 / 20 032) are seen here at Wellington (13th March 2015). Photos – Joyce Van Der Vyver.

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Above: Class 15Es, 15 070 (just failed) and 15 013 (replacement loco), at Loop 1 at Dwarskersbos (16th February 2014). Below: Class 9E, E9006, assists at the back of an empty ore train passing through Elands Bay (25th January 2015). Photos – Joyce Van Der Vyver.

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Above: A pace shot of Class 15E, 15 069, leading a loaded ore train in the Northern Cape (25th January 2015). Below: Class 6E1s (E1597, E1364, E1818) dead hauling a Class 7E, E7058, and a Class 36, 36-027 (22nd November 2014). Photos – Joyce Van Der Vyver.

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Above: Class 6E1s in their old SAR livery lead a late running inbound Queenstown train through the Hex River Valley towards Worcester (23rd August 2014). Below: Class 6E1, E1816, leads the Trans Karoo out of Cape Town (11th December 2014). Photos – Joyce Van Der Vyver.

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TThhee EEnndd OOff AAnn EErraa

Above: Saiccor No. 1, Ex South African Railways Class 19D No. 2697, about to leave the Exchange Yard for the short run up to the mill with a load of timber. Photo – Charles Baker (18th April 2012). Everyday working industrial steam traction operations at Sappi / Saiccor in Umkomaas on the KwaZulu Natal South Coast came to a sad end during the final week of July 2015. The switch to diesel traction was on the cards for a long time, but it was always hard to imagine the reality and the finality of the end of steam workings at Umkomaas. The Saiccor Class 19D locomotives were an extremely popular attraction with railfans and rail photographers, both locally and from overseas. The locomotive crews, staff and management at Saiccor must be extended a huge thankyou for always indulging the continued interest from outside in their steam locomotive operations. Saiccor No. 2 and Saiccor No. 3 remained in service until the end, with Saiccor No. 1 having sustained running damages beyond viable repair during the latter half of 2013. Saiccor ex South African Railway Class 19D locomotives: • No. 2697 (Saiccor No. 1 - built by Borsig in 1938). • No. 2633 (Saiccor No. 2 - built by Skoda in 1938).

• No. 2767 (Saiccor No. 3 - built by Robert Stephenson and Hawthorns in 1945).

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Above: Saiccor No. 1, ex South African Railways Class 19D No. 2697, working down at the Exchange Yard (7th June 2013). Below: Saiccor No. 1, ex South African Railways Class 19D No. 2697, about to depart the Exchange Yard (18th April 2012). Photos – Charles Baker.

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Above: Saiccor No. 2, ex SAR Class 19D No. 2622, about to leave the Exchange Yard with a load of timber (9th December 2013). Below: Saiccor No. 2, ex SAR Class 19D No. 2633, departing the Exchange Yard with a load of timber (5th July 2011). Photos – Charles Baker.

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Above: Saiccor No. 3, ex SAR Class 19D No. 2767, leaving the Exchange Yard with a load of timber (4th September 2014). Below: Saiccor No. 3, ex SAR Class 19D No. 2767, on her way down to the Exchange Yard with empties (26th February 2011). Photos – Charles Baker.

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RRoovvooss RRaaiill –– TThhee PPrriiddee OOff AAffrriiccaa

Early memories of the birth of Rovos Rail as recalled personally by Dave Gallop.

It all started in August 1987 when I returned to Witbank from Utrecht in KwaZulu Natal to work at Khutala Mining Services, a Coal Mine.

Martyn Gomersall, who was an underground fitter, also from Utrecht, was also employed at Khutala. He had joined a local Steam

Preservation Group, Witbank Steam Railway, and invited me to join them. The Station Master, Chairman of the club was Phil Acutt, a gentleman and a dreamer. It was Phil who suggested to his employer, Mr. Rohan Vos at Witbank Auto Spares and also a member of the Witbank Steam Railway group, that he build a train comprising of a steam locomotive and passenger carriages for his personal use on the SAR infrastructure, for holiday trips with his family. Wolwekrans Colliery South Section was the home of Witbank Steam Railway and the birthplace of Rovos Rail. As they say the rest is history. Phil and I (neither of us had, or thought to take, a camera) were at Pretoria Station on Saturday, 29th April 1989, to see the departure of the first trip of Rovos Rail. It was a trip to the Lowveld. On a subsequent trip on a Saturday in 1989, Phil and I were following the train from Pretoria to Witbank in my trusty Peugeot 504. We had learnt where the service roads were. On this particular day we were on the service road between Panpoort and Van der Merwe on the way to Rayton. There had been a lot of rain the previous week and as luck would have it I got the car stuck in the mud up to the axles. Phil was over 70 years old and I was 50. The old man and me, with my rather portly stature and a car jack was no match for this situation. Across the railway tracks were some occupied smallholdings. Parked in the back yard of one of them was a tractor, which if in working order, would do the job. I crossed the tracks and went up to the gate of this smallholding. There was a notice on the gate.

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NO PERSONS OF OTHER COLOUR and MEMBERS OF THE NATIONAL PARTY ARE WELCOME HERE. At least that was my translation of the Afrikaans notice on the gate. What now? The owner has pointed out very clearly what their sentiments were. I stood at the gate and shouted hello, hello. A young girl came to the door of the cottage to see who was calling. When she saw me she came to the gate and said, “middag oom waarmeer kan ons help”? I explained in my best Afrikaans that my car was stuck in the mud on the other side of the railway tracks. Could somebody please come and help me to get it back on to dry ground? “Ek kom nou” she said. She turned and went back into the front of the house and straight out the back she came, heading for the tractor, grabbed the battery cable and applied it to the starter motor. Instantly the very old tractor came to life. She jumped onto the driver’s seat and drove the tractor to the gate. Her father joined us at the gate and agreed to help me. He told me that I was the fifth person who had sought help from him that day. He took over the driving of the tractor with his daughter sitting on a mudguard and me on the other one. On the way to the car I asked if I could pay him for his assistance. A very polite definite no was the reply. Could I give his daughter R50.00 for her moneybox? This time I became aware that he was becoming offended. Change of approach, how much could I give his daughter. He replied that R10.00 would be more than enough.

By this time we were at the car. As he was connecting the chains to the tow hitch two local labourers who were passing by asked if they could help him?

Bearing in mind the notice on the gate, I was most surprised when his reply to them was that we would manage thank you.

Next surprise, I knew that chains are connected with a shackle, but not this smallholder, he tied the chain as if was a piece of rope.

The Peugeot was pulled out of the mud onto dry ground with ease. I thanked him and his daughter for their help. Farewells and R10.00 changed hands and Phil and I were on our way to Rayton again. How the perfect exterior and interior of the coaches was achieved. As I mentioned earlier, Rovos Rail originated at Wolwekrans Colliery South Section Loco Depot. I spent a lot of time at the site because of my preservation group involvement and I often chatted to the various craftsmen and was privy as to how perfection was achieved with the coaches.

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Rohan (Mr. Rohan Vos) would explain to the coachbuilders, exactly how he would like the exterior and interior to be fitted out on the first coach, and they would spend the week doing exactly as he had explained. Come Friday he would inspect the work that had been carried out as per his instructions. Well done he would compliment them, but unfortunately it has not turned out exactly as I had expected. Bring about the following changes and let us see what happens. So by trial and error and a lot of frustration the perfection of the Rovos Rail coaches was achieved. Once the craftsmen had perfected the construction of the exterior and the interior of the first coach, the other coaches were then constructed in the same meticulous manner and to the same specifications. In the beginning there were three different categories of suite accommodation: A. Two suites per coach. B. Three suites per coach. C. Four suites per coach. This arrangement did not last too long as the A suites were sold out first and then the B suites were sold, with the C suites proving unpopular. This resulted in the trains not running to their full capacity. To this end the C suites were phased out and replaced with additional A & B suites. Through the experience gained over the years the suites have been upgraded and are categorised as follows: Royal Suites / De Luxe Suites / Pullman Suites. Originally the Lounge Observation Car had a full-length window at the back, but today it has an open balcony.

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Next Issue Feature – Class 20E Arrival Class leader 20 001 coming ashore in Durban (18th December 2013)

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