348

A class 14CRB pilots a class 12AR on a transfer load from the docks at East London harbour in 1976, during the last days of steam, prior appearance of diesel traction (PS)

A class 14CRB with a load on the main line out of East London, circa 1973. The impressive signal gantry would also soon disappear, following electrification of the line in 1986 (PS)

Friends of the Rail class 24, No 3664, and 19D, No 2650, double head a photographers’ tour train out of Cullinan on a cold winter morning in May 2005 (JD)

Reefsteamers class 15F, No 3016 and 25NC, No 3472, with a David Rodgers photographers’ special at Sterkfontein, on the Ficksburg - Bethlehem line. May 2006 (JD)

The final steam ascent over the Van Reenens Pass route in July 1998; Class 25NC , No 3410, here departs Harrismith but the truth of the matter is that electric traction had to be employed for towing over the route due to the tunnels (AA)

Class 25NC, No 3496, seen here at Kraankul, is en route back to Kimberley with the last scheduled steam hauled freight on this line, 11December, 1992 (JD)

349

Since late 2011, refurbished class 18Es have occasionally been tested over selected BlueTrain routes. Nos 18-687 and 689 head north through Viljoensdrift (between Sasolburg and Vereeniging) on 9th January, 2012 (EA)

The new Blue Train was inaugurated in 1972 and has since under gone a refurbishment in 1999; here, departing Pretoria behind class 6E1s in 1986 (JD)

Normal mode of operation after 2006 was with dual voltage class 14Es electric units; Nos E14106 and 108 exit the Hex River Tunnel, north bound, 21st March 2012 (P Rogers)

Another view in scenic wine growing region near Worcester, in the Western Cape, May, 1997(JD)

The new Blue train sometimes is operated by class 34 diesels on non electrified special routes; here on the inaugural trip to Victoria Falls in June 1994, north bound at Kempton Park (JD)

Class 25NC, No 3476, at the time regularly scheduled on Saturdays for the Trans Karoo passenger service, heads a very special Blue Train run in May 1990, between Johannesburg and Pretoria. These steam hauled trips only occurred three times during this one year and, of course, are quite out of the question nowadays (JD)

The Blue Train, hauled by class 5Es, Nos 569, 568 and 567, is climbing here over the now closed Hex River Pass, en route north. 2nd April 1986 (EA)

The Blue Train 1986-2012

367

• High speed cab end; MITRAC modular train control system developed by Bombardier

• Maximum operating speed 176km/hr, standard operating 160km/hr

• Bogie wheel diameter 840mm (new)

• Braking via wheel mounted discs

• Traction motor rating 250kW, 1287V DC, 140A continuous at 1920rpm

• Traction motor drive gear ratio 94:23, manufactured by Bombardier, Sweden

• Main transformer (15:1 stepdown) mounted under pantograph car, which is not fitted with traction motors in order to limit the axle load

• Power feed from transformer to Line Converter Module (LCM)

• Rectified DC link output from LCM to Motor Converter Module (MCM)

• MCM converts DC voltage to 3 phase system (variable voltage and frequency)

• Converted voltage powers the traction motors

• Propulsion system supplies power to Auxiliary Converter Module (ACM)

• ACM DC voltage to 3 phase 400V for power supply to auxiliary systems including cab, main compressor, propulsion and transformer cooling systems, as well as car interior systems such as air conditioning, lighting and heating.

• Regenerative braking system provided

Workshop facilities at Midrand depot, October 2010

Electronic train control system tracks the train movements and operation and also the other aspects of the operation, such as signaling and train protection

Four coach commuter set under test between depot and Dale road, Midrand, September 2009

Driver’s cab control console view during testing over the Pretoria section, July 2011. Note maximum operating speed of 160km/hr on speedometer

Driver’s cab view of the section ahead

Diagram of pantograph trailer coach (PTOS/A) (Bombardier)

368

The operations control centre at Midrand depot, February 2011

Four coach airport set, undergoing speed tests between Rhodesfield and Kelvin, March 2010

Train testing between Midrand and Pretoria, July 2011

An eight coach train test consist near Hatfield between Rissik and Loftus Versveld Metro stations, Pretoria, June 2011 (note the right hand line operation on this route which avoids double cross over of trains at Pretoria)Electrostar set at the depot near Midrand, October 2009

Inauguration of the Sandton service on the morning of the 8th June, 2010, O R Tambo International Airport (EA)

369

Railway Development, 1961 to 1977

The small landlocked kingdom of Swaziland was one of the latest countries in Africa to be provided with a railway system in 1964.

As early as 1902, the British government had signed an agreement to link the country’s transport system by rail with that in neighbouring Portuguese administered Moçambique. A link was consequently built as far as the border village of Goba, commencing from Machava junction on the main line within Moçambique, thus providing a railhead to the capital port city of Lourenço Marques (now Maputo). The project to build the remainder of line to the Swaziland capital, Mbabane, was never completed by the British administration, since it was of little economic significance, although this kingdom was declared a protectorate a few years later, in 1906.

The next stage in the eventual establishment of a railway in Swaziland had to wait until 1961, when a project was approved to transport product from the Ka Dake iron ore mine, right on

the western border with South Africa, to an export harbour. Various proposals had been considered. These comprised options to link the mine by rail west through to the SAR railhead at Lothair, south through the railhead at Golela or even north to Komatipoort. At the time, the Lothair (1925) and Golela (1927) branches were of light construction and could not handle heavy bulk traffic. Therefore, it was decided to build a more direct harbour railway link (designed to 96lb/yd standards) via the existing Moçambican railhead at Goba.

This 212km line, rising from the coastal plane to Ka Dake, at 1,500m, was bound to prove to be a civil engineering challenge. Construction started in 1961 and took all of three years to complete; this featured a continuous steep ascent from the main railway workshops at Sidvokodvo to Ka Dake, including four tunnels, one of which was later converted into a cutting. At the eastern end, the line traverses a river gorge through the Lebombo Mountains. The Swaziland Railway (SR) was opened in November 1964 and was operated with motive power on hire from Moçambique. A short branch line was extended to the industrial area of Matsapha, near Manzini; the main line bypassed the capital, Mbabane, which in 2012 still had no rail link.

From the opening of the railway through to the early 1970s, the line was powered by ex-Rhodesian railway class 11A, 12A and 12B, 4-8-2 classes. These were renumbered by the CFM administration (Caminhos de Ferro de Moçambique). By 1969, the large CFM Henschel built, class 251 2-10-2s, were also employed on the lower section into Moçambique and the powerful Montreal built, class 700 4-8-2s, placed into service on the upper line, between Sidvokodvo and the mine. The Rhodesian Railways engines were then redeployed or dumped at the CFM depot in Maputo. In the late 1970s, following Moçambican independence in 1975 (Swaziland gained independence earlier, in 1968) CFM was unable to provide any further steam traction, owing to a rapidly deteriorating steam fleet. Even diesel traction was a problem within the CFM at the time.

The Swaziland Railway

The original RR 11th class 4-8-2s, which were supplied by Montreal Locomotive Works between 1918 and 1921, were a development from the SAR class 14C. Twelve class 11As were supplied by the same builders in 1947 and featured some post war modifications, being of much later construction. Having been commissioned relatively late during the steam era, in 1948, these did not, however, find favour within the RR, in comparison with the original class 11s. After having seen RR service for only some thirteen years, all the class 11As were sold to the CFM in 1961. Here, they eventually found their way to the SR after its opening in 1964 and were renumbered 451 to 462. They were later displaced by the CFM class 700s and ended their days, around 1980, on the Nampula division. (NRZ)

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Original line: Moçambique border - KaDakeOpened to traffic: 1 October 1964

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COMPILED BY BRUNO MARTIN 10/2009

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370

The late Dusty Durrant visited the system during the height of steam operations in August and October 1969 and his black and white photographs show both ex NRZ and replacement CFM locomotives at work on the line. The steam depot and staging yard at Sidvokodvo were, at the time, a steam enthusiast’s dream, as revealed by the fascinating records in the following pages. During the 1990s, the author was fortunate to have obtained copies of many of these records from this veteran steam expert and many are appropriately displayed within this chapter.

It is interesting to compare the Henschel specifications with the SAR branch line class 20 2-10-2, since the proposed class 22 2-10-4 would in fact have been a much heavier design:

SAR class 20 CFM class 251

Engine weight 73tons 84tons

Tender weight 50tons 56tons

Coupled wheel diam 4ft 4ft

Wheel base 31ft 7in 34ft 9in

Axle load 11.1tons 13.8tons

Boiler height 8ft 0in 8ft 4in

Tractive effort 75% BP 33,000lbs 32,073lbs

Ex RR class 11A, CFM No 462, at Mataspha in August, 1969 (AED, ACol)

Ex RR class 12A, No 492, at Matsapha in August 1969 (AED, ACol)

The original RR 4-8-2 12th class will be reviewed in the Botswana section and the three 12As were later rebuilds of three existing class 12s, using larger boilers from out-of-service 11th classes. Only two were sold to the CFM in 1964 to serve on the SR (renumbered 491 and 492) and were probably scrapped in Maputo during the 1980s. (CFM)

The class 12Bs on the RR were a stop-gap measure implemented to build some new class 12s in 1954 and 1955. New imported frames were sourced and were fitted with old boilers and mechanicals from scrapped class 11s. The ten locomotives constructed in this manner also experienced a relatively short service period of only seven years on the RR, before also being sold to the CFM in 1961, where they were renumbered 470 to 479. At the time, it should be noted, the RR were intent on eliminating as many of their non standard tender locomotives in favour of Garratts. The class 12Bs were also eventually displaced from the main line by the CFM class 700s but being relatively new locomotives, remained on pickup and shunt work at Matsapha until replaced by SAR class 14Rs, in 1977. After being returned, out-of-service, to Maputo, the rusting remnants were all scrapped by the early 1980s (NRZ).

Ex RR class 12B, CFM No 475, at Matsapha in August 1969 (AED, ACol)

The CFM class 251 “Santa Fé” 2-10-2s were deployed on the lower section of line from the depot at Sidvokodvo after departure of the class 11As. Twenty two of these, Nos 251 to 272, were supplied by Henschel in 1955, following an earlier 1952 order for five similar class 213s. These were rated for branch line duty and proved highly useful, in comparison with the poor results the SAR had with their own limited attempts with ten coupled designs. All of this class were deployed in the Lourenço Marques and Beira divisions and have now been scrapped, except for two that remained in storage at Moatize (in Tete province). (AED, ACol)

No 471 lined up with one of the Montreal locomotives at Sidvokodvo depot in 1969 (AED, ACol)

378

Railway Development 1884 to 1915

The early part of railway development in the former German territory of South West Africa is somewhat fascinating, steeped as it was with local tribal and colonial conflicts which came to a head during World War I. The railway system was to subsequently fall under South African Railways administration for seventy years and much SAR motive power and rolling stock consequently saw service in the country, as a result.

European travellers, explorers and merchants had moved through the interior region of what is now Namibia during the mid 19th Century. The British government in the Cape Colony had then investigated the possibility of extending British interests north of the Orange River. Given the barren nature of the whole country, the proposal was rejected, with only the harbour enclave of Walfisch Bay (now Walvis Bay) being annexed by the Cape Colony in 1878. This territory was only ceded by South Africa and incorporated into Namibia more than a hundred and fifteen years later, in 1994.

Following the outbreak of local conflicts between the Nama and Herero tribes, Rhenish missionaries had sought extended protection from Britain, without success. During this period, the Rhenish Missionary Society also appealed to the German government to petition a similar request, again to Britain. At the time, neither country was prepared to become embroiled in local tribal wars.

In 1883 German merchant Adolf Lüderitz, who had acquired a tract of coastal land from the Nama chief, Joseph Fredericks, requested Chancellor Otto von Bismarck to have the German Reichstag declare the whole territory (excluding Walvis Bay) a German colony. Although initially reluctant, pressure from German industry eventually persuaded Bismarck to proceed and, on 7th August 1884, the German flag was hoisted over Angra Pequena. German military presence was only established in 1889 and the future capital, Windhoek (originally spelt Windhuk) was established

by Commander Kurt von Francois in 1890.

The Cape Cross Railway, 1895

The first railway to come into operation in 1895 was a 24inch gauge, 13mile

(21km) private line, which was built to haul guano deposits from a remote

location near Cape Cross, about 150km north of Walvis Bay. This railway was abandoned in 1904 after the deposits had been exhausted. Some of the equipment is recorded as still being housed in a local factory building. The original steam locomotive used, a 0-4-0T engine built by Kerr Stuart was, however, never found. This engine had been later rebuilt as a 0-4-2T to improve its riding quality.

The Staatsbahn (State Railway) from Swakopmund to Windhoek, 1897

In 1897, the Rinderpest epidemic resulted in the death of the majority of the oxen which had been used to transport goods via wagon to the interior. This obliged the German colonial government to urgently begin construction of a narrow gauge 600mm line, called the Staatsbahn, with the objective of eventually linking Swakopmund to the capital, Windhoek, a distance of about 380km. This journey, at the time, took ten days by ox wagon or ox cart.

The line was constructed by the German railway brigade and was built to Feldbahn standards. The project, especially for the lower portion out of Swakopmund, involved numerous obstacles and difficulties, notably finding a practical route through the Khan River gorge. Periodic flooding caused damage to both the railway infrastructure and equipment. There was a steep gradient out of the gorge, which put heavy strain on the small locomotives initially employed on this line.

The construction only reached Jakkalswater, at km 98, in April 1899, following which the section was opened to traffic. Thereafter, the construction progressed more quickly through easier terrain and reached Karibib, at 194km, in May 1900. The next section, to Okahandja (km 311) was opened in December 1900 and the final portion to Windhoek, on June 18th, 1902.

The problematic lower section of the Staatsbahn through the Khan River gorge was officially closed in 1910, following the opening of an alternative route in 1905 (see Otavi railway). There was, nevertheless, occasional traffic on the old section to serve local farming requirements on the banks

of the Swakop River. This section was finally abandoned at the start of World War I in 1914, having been partially dismantled by the German military to prevent the advance of Union forces.

The locomotives employed were typical German Feldbahn double units known as “Zwillings”. These could operate as single units and were here referred to as “Illings”, one of which is preserved outside Windhoek station.

The section of railway between Windhoek and Karibib was regauged from 600mm to Cape 1067mm standard during 1910 and 1911. This was in conformity with railway construction taking place concurrently south of Windhoek, as outlined further within this chapter.

Namibia Railways

379

The Walvis Bay Railway, 1899The next line to be constructed in 1899 was entirely within the British territory of Walvis Bay. It commenced as 2ft 6in horse drawn tramway within the confines of the harbour town. Following the commencement of the Staatsbahn railway to the north, the Cape Government feared missing

freight trade opportunities to the interior, once the Staatsbahn was to have been completed. The tramway was extended as a railway to a location called Plum, 11miles (18km) due east of the town, essentially in the middle of the desert on the German border.

For this operation, a steam locomotive was required and a 2-4-2T, built by Kerr Stewart in the UK, was placed into service under the name “Hope”. This operated the line for some four years. By 1904, it became apparent that such a short link had no economic benefit and operations were suspended. The line was subsequently buried during a sandstorm in March 1905 and then completely abandoned, however the steam engine was fortunately in town at the time.

This sole steam engine “Hope” was stored in a local siding, forgotten, for many years. It was later preserved by the SAR administration in Windhoek and then repatriated to Walvis Bay in 1963, where it now stands outside the station in a glass case to protect it against the sea air.

The Otavi Railway, 1903

On 6th April 1900, the Otavi Minen und Eisenbahn Gesellschaft, or OMEG, was established with the objectives of developing new mines in the north, where copper deposits had been discovered, thereafter building a railway to the town of Otavi, at 488km and then further north to Tsumeb, 567km. With problems arising from unrest within local Herero tribes, it was essential now to transport supplies efficiently and quickly into the interior. The route of the OMEG was further to the north and followed easier topography than the more southerly existing Staatsbahn. It was also constructed to 600mm guage to reduce costs and required easier engineering work than a 1067mm railway.

Construction by the contractor, Arthur Koppel and Company, only began in 1903 and progressed rather slowly, owing to an outbreak of war with the Herero population, which had consequently lead to significant local labour unrest. Eventually, manpower was sourced from Europe but this was not as effective as hoped and rate of construction was still slow. The railway was eventually completed to Tsumeb by August, 1906.

A year earlier, in 1905, the OMEG line at Onguati (near Usakos) had been also been connected to the Staatsbahn via a convenient 14km branch line

The “lunar landscape” nature of the Khan River gorge route is evident from this archive photograph dating from February 1906. (DPCol)

The preserved 2ft 6in gauge locomotive “Hope”, now mounted outside Walvis Bay station A pair of “Zwillings” 0-4-0 back-to-back tank locomotives ready to depart from Swakopmund in 1906 (DPCol)

A similar Zwillings powered train at Okahandja station the same year (DPCol)

401

In 1974, a 65km branch line from Serule to the mining centre of Selebi-

Phikwe was opened, allowing the establishment of the mine railway at

Bamangwato Concessions Limited (BCL). This mine has operated with five

ex RR 19th classes, four ex SAR 19Ds and, until recently, three ex NRZ

class 14A Garratts. They also have an EC Lennings and Funkey diesel for

shunting and short load haulage.

A 15km branch from Palapye to the coal mine at Morupule was also opened

in 1973, allowing transport of coal to the power plant at Selebi-Phikwe town.

Following the independence of Zimbabwe in 1980, the former Rhodesia

Railways became National Railways of Zimbabwe (NRZ) and continued to

operate the BR system for another seven years.

Botswana Railways from 1982

Bechuanaland Protectorate obtained independence from Britain in 1966

and was renamed Botswana. The administrative capital was transferred

to Gaborones (now renamed Gaborone). The RR still continued to operate

the railway, since the new state had no railway infrastructure at the time.

Botswana began sourcing its own motive power from 1982 with the arrival

of the first twelve Krupp built, type UM22C, diesels. From 1980, foreign

donor assistance was sought in order to begin upgrading the railway and

associated infrastructure.

Botswana Railways (BR) was only officially constituted 1st January, 1987

through an act of parliament but in 1986 the first GM EMD type GT22LC-2

diesels had already arrived. These were followed in 1991 by GE type U15C

diesels. This permitted BR to operate its own system entirely, ending almost

a century of various modes of operation and administration by Rhodesia

Railways (later National Railways of Zimbabwe, NRZ, from 1980).

In 1987, for a period of eighteen months into 1988, railway enthusiasts were

able to film class 25NC 4-8-4 locomotives operating shuttle trains to the

border from Mafeking. Earlier in 1984, the last of the class GMA Garratts

and 19Ds had been withdrawn from the Vryburg section, following the

relaying of the line south to 96lb/yd standards. This had permitted the class

25NCs to operate right through to Mafeking. The problem now was that the

section of land from Mafeking to Ramathlabama fell within the homeland of

Bophuthatswana, which duly demanded visas from Botswana crews. The

Botswana government did not recognise the situation, forcing the SAR itself

to resume the service to over the “official” border as far as Rakhuna siding,

just inside Botswana.

By 1988, SAR steam had been withdrawn and the shuttle was operated

thereafter by class 34 diesels. This operational situation was not fully

resolved until after the disappearance of the homeland administration in

1994 and BR then only once again resumed operations through to Mafikeng

(as it was now called) in 1997, a full ten years later. Today, BR is responsible

for the operation of the full line between Mafikeng and Plumtree, a distance

of 678km.

In 1992, a 175km branch was opened from Francistown to serve the soda

ash deposits at Sua Pan but this service has been severely reduced in recent

times, following the closure of the original Botswana Soda Ash Company. It

is now operated by Soda Ash Botswana.

A class DE6 still in RR livery at Mafeking yard, October 1982. This design is similar to the SAR class 33-000 series (JD)

A class 25NC based at Mafeking, departs Rakhuna with the NRZ “Mail”’, as the through passenger service from Bulawayo to Johannesburg was called, on 30th December, 1987 (JD)

A class 25NC hauled freight heads away from Mafeking in May, 1988. By the following year, all the class 25NCs had been replaced by class 34 diesels but Botswana Railways did not resume full operations directly into Mafeking exchange yard until 1997 (JD)

The same locomotive later heads its return freight up to the South African border post at Ramathlabama (JD)

402

In 1994, BR relocated its administrative headquarters from the capital to Mahalapye, to the north, which had been the old crossover location during the joint SAR and RR operations between 1959 and 1966, as mentioned above. The mechanical workshops are also now located here.

Since 2000, following collapse of much the NRZ infrastructure in Bulawayo owing the severe economic plight in Zimbabwe, roles have occasionally been reversed, with BR hiring their diesels to the railway administration in Zimbabwe; the latter, at the time, was experiencing a chronic shortage of finance require to both operate and repair their diesel locomotive fleet.

The only through passenger service train operated by BR was suspended from 1st April, 2009, owing to poor patronage, so the railway remains freight only service, with the exception of the regular NRZ cross border service between Bulawayo and Francistown, as illustrated on p 404.

Krupp type GE UM22C diesels

Twelve units, fitted with General Electric standard type equipment, were delivered to the BR in 1982 by Krupp, Essen, Germany in 1982 and originally numbered B-D 001 to 012, later renumbered B-D 101-112 (hence B-D series “1”). Since the BR had no diesel servicing facilities at the time, these units were frequently seen in Bulawayo, where they received attention. Only after 1988, following establishment of workshop infrastructure for the BR at Mahalapye, could the units be serviced directly at home.

Specifications: Co-CoEngine: GE V12 type FDL7, 4 stroke turbochargedGenerator: GT581Air Compressor: Type 6CDX4UC air cooledTraction motor: 5GE761A15 (6 off axle hung) rated at 350ampContinous power rating: 1,640kWMass: 96t maximumAxle load: 16tLength between couplers: 17.1m Wheel diameter: 1016mmFuel tank capacity: 4,540lBraking: vacuum/air, type 28LAV-1 Westinghouse

Nos B-D 002/005/007/010 and 012 are listed as written off from the fleet. The remaining locomotives have provided excellent service for more than twenty years now and at times have operated the entire route from Bulawayo to Mafikeng, 778 km. However, they were reportedly up for sale in 2010.

The class 16A 2-8-2 + 2-8-2 Garratts, were never reported as having operated into Bechuanaland during the steam era which ended in 1973 (NRZ)

However, this class 16A locomotive, No 601, heading a Rail Safaris tour as far as Francistown on 28th August 1994, was the first main line steam into Botswana for over twenty years. The train shown here is ten kilometres inside Botswana, past the actual border situated at Bakaranga; Plumtree’s exchange yard is, in effect, situated well inside Zimbabwe (JD)

The first steam train to fully traverse the BR system, from the Mafeking end right through to Plumtree since steam days in the early 1970s, was this Rovos Rail operated tour, organised for the Railway Touring Company from the UK in April, 2008. Class 25NC, No 3484 (converted to diesel fuel combustion) interspaced with the service consist and coal burner, No 3442, passes through Bathoen siding, between Lobatse and Gaborone, on the afternoon of the 16th April (JD)

No B-D 002 (original numbering) at Mafeking depot in October 1982, shortly after delivery (JD)

No B-D 004 heads the Johannesburg bound NRZ “Mail” train out of Bulawayo in July 1984 (JD)