The Uloliwe

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THE ULOLIWETHE ULOLIWETHE ULOLIWETHE ULOLIWE

The Railways of Southern Africa: Past & Present The Railways of Southern Africa: Past & Present The Railways of Southern Africa: Past & Present The Railways of Southern Africa: Past & Present

Spoorweë van SuidelikeSpoorweë van SuidelikeSpoorweë van SuidelikeSpoorweë van Suidelike----Afrika: Toeka tot NouAfrika: Toeka tot NouAfrika: Toeka tot NouAfrika: Toeka tot Nou

A monthly railway historical and research publication

‘n Maandelikse spoorweg historiese en navorsing publikasie

Vol Vol Vol Vol 4444 No No No No 5555 UnUnUnUn----official / Nie official / Nie official / Nie official / Nie AmptelikAmptelikAmptelikAmptelik ---- GratisGratisGratisGratis

Everything to do with the

former SA Railways: i.e.

lighthouses, harbours, staff,

photos, books, RMT,

stations, tugs, SAR Police,

SAA, catering, pipelines,

stamps, models, rolling

stock, armoured trains etc

Hennie Heymans, Hennie Heymans, Hennie Heymans, Hennie Heymans, Pretoria, ZAPretoria, ZAPretoria, ZAPretoria, ZA

[email protected]

MayMayMayMay 2012012012013333

Photo: Nathan Berolowitz

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Welkom

Welkom by hierdie besondere uitgawe van ons blad wat fokus op ons

spoorweggeskiedenis en ander interessante aangeleenthede. Ons belig ook die

huidige spoorwegopset.

Weens tegnologiese ontwikkeling gebruik ons Engelse opskrifte omdat dat dit

makliker bv op GOOGLE gevind kan word. Die gebruik van Engels stel ook ons

vriende in die buiteland in staat om meer van ons spoorweë te wete te kom.

Welcome

Welcome to our May-issue of the Uloliwe, our magazine that focuses on our

Southern African transport (railways & harbours) history. We are apolitical and look

back objectively and truthfully on our railway and transport history. We also try to

focus on our railwaymen; here and abroad. We also place articles that we think, you

the reader might find interesting.

Patron

Les Pivnic

Editors

Editor & compiler

HB Heymans MA: Strategic Studies. (Ret: Brig SAP & SSSC)

Assistant-editor: Johan Jacobs (Former CPO, SA Navy Instructor and SA Marine.)

Hennie Heymans

(HBH)

Johan Jacobs Bruce Jones

Technical

Col L Els, SC

Legal

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Front Cover

Front cover by Nathan Berelowitz from Friends of the Rail-fame.

Policy

The Uloliwe is a laymen’s electronic magazine and we try to foster an interest in our

past transport history. Today we have so much in the line of technical assistance that

it has become easy to record the past. Let’s do it now; we even do digital recordings

to record our oral history.

We are not publishing a literary magazine, but rather a factual railway and transport

magazine therefore we publish the stories with the minimum of editing. We are not

going to change the “language” or parlance of a story teller! We will only rectify the

spelling mistakes.

Even the way we spoke, is also a matter for those interested in philology and sub-

cultures. All things of transport are of impotence to us. We like to think that we act

as a reservoir to preserve some our history. People and events create history –

therefore people of all ranks and stations in life and their biographical data is of

great importance to us.

We also like to record and preserve interesting items of mutual interest. The

protection of our fauna and flora was taken for granted; today our natural heritage is

being plundered; even in museums.

Editorial

I have taken the liberty to use my editorial for the eNONGQAI in this edition of

Uloliwe as well. The SA Railways was world class! See my note on the SA Railways

Police. They also had an APC developed by the SAR Workshops. What I think about

the former SADF & SAP is also mutatis mutandis applicable on the SAR.

As die redakteur van die eNONGQAI

wil ek verklaar dat dit ons doel is om

ons nasionale veiligheidsgeskiedenis na

te speur en vir ons nageslag te bewaar.

Die tydskrif trek in sy vierde jaar. Ons

plaas gewoonlik stories onveranderd

(hoogstens maak ons net die spelfoute

As the editor of the eNONGQAI I have

stated that our goal is to research and

publish our national security history. As

factually and unbiased as possible. The

magazine is now in its fourth year. We

usually publish stories unchanged (only

the spelling errors are corrected) because

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reg) omdat ons "ARMY- en POLISIE-

taal" ook deel van ons geskiedenis was.

Mense en gebeure is belangrik.

Hoofsaaklik stel ons belang in ons magte

se personeel, ons spioene en gebeure /

insidente/ operasies wat van

veiligheidsbelang was. Ons hanteer die

geskiedenis van die gewese SAP / SAW /

SSVR en ook ons nasionale

veiligheidsgeskiedenis.

Daar is so baie mense - joernaliste en

akademici - wat 'n verwronge beeld van

ons veiligheidsgeskiedenis weergee. Ek

moet bieg; ek kom mense tee wat totaal

onkundig oor ons geskiedenis is en dan

idiotiese uitsprake maak. Dit is

hoofsaaklik te wydte aan onkunde,

vooroordeel of ‘n gebrek aan kennis en

insig.

Ons taak is om die feite weer te gee. Feite

is en bly belangrik. Die toets is: Is dit

waar, is dit regverdig, is dit billik teenoor

die ander deelnemers. Hoe vertolk ons

dit en waar pas dit in, in die groot

prentjie?

Ook moet ons onthou dat daar ander

rolspelers was: die inligtingsmanne, die

operasionelemense, die polisie, die

lugmag, die vloot en die leer; almal is as

‘n span gesamentlik betrokke. So;

heldedade moet soms ook teen die groter

agtergrond van spanwerk gesien word.

Persepsies is ook belangrik; wat het ons

vyand van ons gedink?

Ons doel is juis om vir ons nageslag te

wys wat ons gedoen het. En o ja! Ek

our "ARMY and POLICE-parlance" is

also part of our history.

People and security / historical events are

important. We are mainly interested in

the personnel of our forces, our

intelligence operatives and events /

incidents / operations of security interest.

We deal with the history of the former

SAP / SAW / SSSC and our national

security history.

There are so many people, including

journalists and academics that have a

distorted image of our national security

history. I must confess; some people are

totally ignorant of our history and make

idiotic statements. This is mainly due to

ignorance, prejudice or a lack of

knowledge and/or understanding. The

more and bigger the lies about us, the

easier they are believed by the gullible

public or those with a nefarious

objective.

Our primary task is to give the facts.

Facts remain important. The test is: Is it

true, is it fair, and is it fair to the other

participants? How we interpret the facts

and where these facts into the big

picture?

Also we must remember that there were

other role players: the information men,

operational people, the ordinary police,

the air force, the navy and the army;

everyone acted collectively as part of the

team. So, heroics must sometimes be

seen and judged against the wider

background of teamwork.

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moet dit ook sê: "In my oë was almal wat

geveg het ysters!”

Ons in die ou RSA het goeie opleiding

gekry – van wêreldgehalte. Ons

polisiemanne is in die 1960’s deur die

SAW voorberei en opgelei vir die

“bosoorlog” bv in Durban en in

Oudtshoorn. Ander polisiemanne is weer

deur die Rhodesiërs opgelei.

Ons het uiters goeie toerusting en goeie

uitrusting gehad. Dink maar aan ons

wapentuig. Selfs die SAP het sy eie

gewapende personeeldraer ontwikkel in

samewerking met die WNNR. (SAP +

CSIR = CASSPIR! Die naam Casspir het

niks met spookvoertuie te doen nie. Van

ons eerste voertuie in Rhodesië was

wel“spookvoertuie” genoem.)

Ons inligting was goed. Ons het inligting

van drie bronne gekry: Overte bronne,

koverte bronne en tegniese bronne.

Mense en voorvalle laat “spore” na wat

deur kundiges ontsyfer en gelees kan

word. Gevange terroriste het ook

inligting gegee asook ons spioene.

Vliegtuie het sekere lugfoto’s geneem.

Inligting is soms duur en soms spot

goedkoop! ‘n Voorbeeld van lospraatjies

is kroegstories – daar is altyd iemand

wat luister wanneer ander fluister!

Ons het goeie baie goeie mediesedienste

ervaar.

Die gewone troep (selfs as wag by 'n

NSP) en die gewone konstabel het ook sy

taak vervul. Sonder hulle sou daar chaos

gewees het.

Perceptions are also important; what did

the enemy think of us? We need to

collect these perceptions to complete our

history.

Our goal is not only to show our

descendants what we did; we would like

to amaze, to amuse you and to pay

recognition where it’s due.

In the old RSA we received training of

the highest calibre. During the 1960’s we

policemen were prepared and trained for

the "bush war" by the SADF e.g. in

Durban and in Oudtshoorn. Other

policemen were trained by the

Rhodesians.

We had very good equipment. Think of

our weapons. Even SAP has its own

armed personnel carrier; developed in

collaboration with the CSIR. (SAP + CSIR

= Casspir! The name Casspir has nothing

to do with ghost or “spook vehicles”.

Our first “mine protected vehicles” in

Rhodesia literally called “spook

vehicles”.)

Our information (or intelligence) was

good. We received information from

three sources: Overt sources, covert

sources and technical resources. People

and incidents leave "tracks" which can be

picked up “read” and deciphered by

experts. Captured terrorists have given

information as well information from our

intelligence people, infiltrators and

informants. In some cases our SAAF took

some aerial photos to substantiate

information received. Information is

sometimes expensive and sometimes dirt

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En ja, ons het spesialiste gehad ... vir elke

bedreiging het ons 'n spesiale mag

gehad. Nog onbesonge helde is die

manne van Koevoet en Spesiale

Operasies, met inbegrip van daardie

“ander manne” van wie ons nie sal praat

nie! Hulle het ook hul kant gebring.

Wat ek vir ons kritici wil sê, is: "Kyk na

die telkaart." Die SAW en die SAP het sy

kant gebring! Ons het ons taak getrou tot

die dood vervul.

Laastens: Die aspoestertjie van die VMe

in die ou RSA. Ek wil graag ‘n lansie vir

hulle breek:

Die ou Spoorwegpolisie was puik! Ons

vergeet so maklik daardie ouens se goeie

werk. Hulle het die landwaartse

verdediging van ons hawens hanteer

saam met die SAV wat die seewaartse

verdediging gedoen het ------- en onthou

hulle het ons hawens, treine; vliegtuie en

pyplyne veilig gehou. Hulle het ons

hawens verdedig in die sin dat ons vrylik

kon handel dryf. Hier het hulle

uitstekend met die mariniers en die SA

Vloot saamgewerk. Ons SAL-vliegtuie

het gevlieg (en behalwe vir die kaping

van die SAL Boeing in Malawi) het ons

geen kapings ervaar nie.

Ek was gewone konstabel op die grond -

later was ek bevoorreg om die Magte se

werk van "bo af" op strategiese en

taktiese vlak te beskou. En ek het ek diep

onder die besef gekom wat ons manne en

vroue hier; en in die buiteland vermag

het.

Die beste wat Moskou, Hanoi, Havana of

cheap! An example is loose talk in bars -

there is always someone who listens

when others whisper!

We experienced excellent medical

services.

The troopie (even as a guard at a National

Key Point) and the ordinary

constable fulfilled their task. Without

them there would have been chaos.

And yes, we had specialists ... for every

threat we have a special task force. Other

unsung heroes are the men of Koevoet

and those of the Recce’s who performed

Covert Special Operations, including

those "other guys" of whom we will not

talk! They also did their bit.

What I want to say to our critics: "Look at

our SADF & SAP scorecard." We fulfilled

our task; faithful unto death.

Finally: The Cinderella of the security

forces in the old South Africa, our

brothers in the old Railway Police:

The old Railway Police was excellent! We

forget so easily that they did good work.

They handled the landward defence of

our ports with the SAN and Marines

who was responsible for our seaward

defence ------- remember our ports,

trains; aircraft and pipelines were kept

safe. They defend our ports making free

trade possible. They performed excellent

work in conjunction with the Marines

and the SA Navy. Our SAA aircraft flew

(and except for the hijacking of the SAA

Boeing in Malawi) unhindered and we

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Beijing in die veld kon stoot; het ons

getroef! Ons het ook ons mense in die

Kremlin gehad.

Ons salueer u almal wat hul kant in

hierdie stryd onvoorwaardelik gebring

het – soms onder protes. Ek salueer u

almal maar ons moet ons gevalle

kamerade – wat die hoogste offer

gebring het - altyd onthou!

Onthou: Al dink u so, NIEMAND het ter

vergeefs gesterf nie.

Saluut

suffered no hijackings.

I was ordinary constable on the ground

and later I was privileged to view the

performance of our Forces right from the

"top" - both from a strategic and tactical

level. We deeply appreciate and realize

what our men and women here; and

abroad have accomplished.

The best Moscow, Hanoi, Havana or

Beijing could push on to the battlefield

we could beat! We also had our people in

the Kremlin.

We salute all those who fought or took

part in this struggle - sometimes under

duress. We will always remember our

fallen comrades who paid the supreme

sacrifice and we will look at our elderly

brothers in need!

Remember: No one has died in vain!

Salute

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Table of Contents

Editorial .................................................................................................................................... 3

Front Cover ............................................................................................................................ 11

Wepener’s Perambulations .................................................................................................. 11

• Welkom: Railway History ........................................................................................ 11

• 2013-03-14 .................................................................................................................... 12

• Railway History: Some Steam Locomotives, Welkom, Free State c2000 ........... 18

• Harmony Mine: Livery .............................................................................................. 22

• 20 April 2013 ............................................................................................................... 28

The 1947 Royal Visit: The White Train of the South African Railways......................... 32

• Introduction HBH ...................................................................................................... 32

• Horses, the enemies of my youth – PC Swanepoel ............................................... 35

• Photos .......................................................................................................................... 46

• Railways Police ........................................................................................................... 49

• Royal Security: Rhodesian Police: Sgt Cliff Podmore ........................................... 50

• Royal Security ............................................................................................................. 50

• End of the Tour ........................................................................................................... 51

• Letter from White Train ............................................................................................ 52

• King’s Message to the SAP ....................................................................................... 52

Nederlandsch Zuid-Afrikaanse Spoorweg Maatschappy (NZASM) ............................ 53

• G.A.A. Middelberg (1846 – 1916): biography - Leo Middelberg ......................... 53

• Middelberg’s Coach (SAR No 18) (HBH) ............................................................... 55

• Kruger’s Coach Mk 1 (SAR No 17) (HBH) ............................................................. 56

• Anglo Boer War 4th Class on NAZM (HBH) .......................................................... 57

• Anglo Boer War 5th Class on NAZM (HBH) .......................................................... 57

• NZASM: Kruger Medallion (HBH) ......................................................................... 57

Anglo-Boer War: Railway History ..................................................................................... 58

• Mafeking ...................................................................................................................... 58

• HMS Forte in Natal .................................................................................................... 58

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The Outeniqua Choo-Tjoe: Andrew Stevens .................................................................... 59

• The Choo-Tjoe ............................................................................................................ 59

Adrian Hill ............................................................................................................................. 61

• Premier Classe ............................................................................................................ 61

• 15F ................................................................................................................................ 63

Paul du Preez: SAR Greytown ............................................................................................ 64

Dutch Railway Museum: Utrecht ....................................................................................... 64

Albert Nel: Welbedag ........................................................................................................... 65

Filler ........................................................................................................................................ 66

RRL Grinrod: Chris Van Wyk ............................................................................................. 66

• In the Congo................................................................................................................ 73

Chris Van Wyk: Pretoria to Durban Harbour ................................................................... 74

From the lens of Andre Kritzinger ..................................................................................... 80

• Worcester: English as she is spoken in South Africa ............................................ 80

• Queenstown ................................................................................................................ 81

• Salt Trucks for Botswana .......................................................................................... 82

Jaco Holtzhausen: New Trucks for Botswana - ................................................................ 82

• Kaalfontein Car siding .............................................................................................. 83

• 37-094 at Sasolburg: ................................................................................................... 84

43-014 - Wickus Heymans .................................................................................................... 85

Gary Meyer ............................................................................................................................ 85

Jacobus Prinsloo: Exxaro Locomotives: Pretoria .............................................................. 89

Smittie van Zyl ...................................................................................................................... 91

Jacobus Marais ....................................................................................................................... 92

• Lidgetton ..................................................................................................................... 92

• Historic Hilton Station .............................................................................................. 93

Robert Maidment Wilson ..................................................................................................... 94

CFB: Luau – Anton van Schalkwyk.................................................................................... 95

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South African Airways ......................................................................................................... 97

• Statue at Jan Smuts, Johannesburg Airport now O Tambo Airport ................... 97

• SAA – Johannes Botha ............................................................................................... 97

Gautrain .................................................................................................................................. 97

• Gautrain News: Compiled by Jeanette Jacobs ....................................................... 97

Railways and the Media ..................................................................................................... 100

• Sies, Transnet! ........................................................................................................... 100

Books and Rail Magazines ................................................................................................. 102

• Natal: An Illustrated Official Railway Guide and handbook of General

Information; published by Natal Government Railways during 1903. .................. 102

• On Rails under Paris: Francois Gunter (France) .................................................. 106

Natal Newsletter: Railway Society of Southern Africa – Ashley Peter ....................... 108

RMIG – Lionel Penning ...................................................................................................... 109

Railway History Group – Wally Greig ............................................................................ 109

Around the Globe ............................................................................................................... 110

NZ steam: Wynand van Brakel (Fromerly Durban) .................................................. 110

Letters ................................................................................................................................... 111

• Les Smith ................................................................................................................... 111

• Ian Roberts ................................................................................................................ 111

Pandora’s Box ...................................................................................................................... 112

• Grand Central: New York ....................................................................................... 112

• WW2: Rail Gun ......................................................................................................... 113

• Pakistan ..................................................................................................................... 113

• Beckenridge, Colorado ............................................................................................ 114

• Tobruk Station .......................................................................................................... 115

Disclaimer and Greetings .................................................................................................. 115

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Front Cover

A lovely photo by Nathan Berelowitz.

Wepener’s Perambulations

• Welkom: Railway History

The tank locomotive (pictured below)

stood at the offices of Free Gold in

Lindsay Rd; I think she left for

Sandstone.

The following two locomotives stood at

the Gold Plant before they left to

SANRASM, I think it happened during

the middle 1990’s …

J & J

Die tenklokomotief het by Free Gold se

kantore gestaan in Lindsay-weg, dink sy

is Sandstone toe.

Die ander twee lokos het by die goud

raffinadery gestaan voor hulle ook

SANRASM toe is, ek dink dit was so

middel 90's...

J & J.

Free Gold Tank Loco

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• 2013-03-14

Hi Guys.

The Northbound signals were green at Theunissen. Brandfort told us a train was on

its way to Theunissen, we missed this one, only seeing it from the road near

Theunissen.

At Hamilton 2x orange 36 class diesels were shunting the remaining industrial

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sidings. Again, no photos as the train was deep in the private siding, only seen from

afar.

Has anyone got a few photos of Bloemfontein in its heyday with steam shunting the

sidings?

The rows of scrapped diesels at the workshops in Bloem is alarming... Nothing new

at the coaching yard or old steam loco.

The old sign is at Glen.

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Now we need some help, near De Bloem station we found this abandoned line in

the veldt, seems like it went to Olive hill quarry?? The line, amazingly, is still intact

but overgrown and disappears into the long grass.

The two light locos are waiting at Theunissen for the per-way to finish with track

work before proceeding to Bloemfontein. To the left of the units the Winburg branch

can be seen, sections have been uplifted.

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Then some shots of the old alignment between Smaldeel Junction and Theron.

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Lastly, Harmony Surface Rail, heading back to the loco shed, dust is blowing off the

slimes dams. Cheers. J & J.

• Railway History: Some Steam Locomotives, Welkom, Free State

c2000

Die is geneem, laat 1990's vroeë 2000's, die lewendige stoom. Vandag is daar niks oor

nie en dis te gevaarlik om daar te kom. Nommer 2 is ook SANRASM toe... J & J.

• Photos taken c2000 during late 1990’s early 2000’s – Today to dangerous too

and take pictures J & J

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• Harmony Mine: Livery

Hi

Here are the various liveries used on the

Harmony mine, the orange/red colour

scheme is the latest.

According to John Middleton they are

class “UM10B – Universal Modified 1000

hp Bo-Bo

J & J

Hi Hennie.

Hier is die verskillende kleur skemas wat

Harmony gebruik, die oranje/rooi

is die nuutste.

Volgens John Middleton is hulle "klas"

UM10B - Universal Modified 1000 Horse

Power Bo-Bo.

J & J.

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• 20 April 2013

Hi Guys.

Not much this week.

34 039 was shunting the ballast siding at Virginia, the sleepers are now

also being removed on the uplifted Glen Harmony line.

RRL's 31 class was spotted crossing State Way with a load of ore for the

gold plant, again the 31 class heading through Friedesheim en-route to

Odendaalsrus.

The 2x 36 classes are shunting the petrol sidings at Hamilton. Have a look

if you zoom into the photo of Hamilton station's name board on the left...

The railway line behind Sheltam's depot to the old Gold plant is being

uplifted, the waste rock dump at old Saaiplaas 4 shaft is being reworked, so

Sheltam has got some more work - they are not very busy.

An old "Sparky" from Anglo Gold told us that before the railway line was

built between Saaiplaas 4 & 5 shafts they had an underground electrical

railway between the two shafts running on 250V DC. They used a modified

battery loco for this. Don't know how true this is...

Cheers.

J & J.

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The 1947 Royal Visit: The White Train of the South African Railways

• Introduction HBH

On invitation of Field Marshall JC Smuts the Royal Family, the House of Windsor,

visited South Africa during 1947. The whole tour was constructed around the show

piece of the South African Railways, the new White Train. One can go so far as to say

that the White Train was a royal palace on wheels. The SAR had coped

magnificently before with Royal visits to Southern Africa. The White Train did a lot

to enhance South Africa’s standing in the British Empire; South Africa was one of the

Dominions in the Empire along with Canada, Australia and New Zeeland.

The SAR took the lead in this illustrious event and here I assume railway time tables

played an important role in compiling the royal itinerary. South Africans are

hospitable people and upon reading about this tour I found that everything possible

was done to enhance the image of South Africa locally and abroad. Our vast natural

resources were used to promote South Africa’s image. Our food, our fauna and flora

were lauded. Even traditional South African timber and fibres were used to decorate

the White train so that opulence became a bench mark.

33

However one has to take the political situation in South Africa into account during

1947:

During September 1939 General JMB Hertzog was defeated in parliament on a major

issue; to wit, should South Africa declare war or stay neutral. Gen Hertzog lost the

vote because he wanted to stay neutral. The Governor General, Sir Patrick Duncan,

then without calling for an election appointed General JC Smuts – then deputy prime

minister – to form a new government. Gen Smuts was for the war and South Africa

went to war on Britain’s side.

Going to war on Britain’s side caused new and serious divisions in our country.

Merely 37 years before; the two Boer republics, the ZAR and the OVS, were locked in

battle against Great Britain. Many people of Afrikaner decent thought it a bad idea

to fight for Great Britain; it was their chance to get their country back, they said!

Never the less, war was declared. HM regulations, rules and orders as published in

the War Book1 and Government Gazette were followed. Aliens (not from Mars, but

from enemy territories) were interned in camps and enemy property, like ships, was

confiscated. The Union Defence Force was then more or less nonexistent and the

Union Defence Force mobilised its reserves. A year or so before the war was

declared; during 1938 a great event of cultural importance took place. Afrikaans

members of the cultural wing SA Railways – the ATKV – had organised an ox

wagon trek to celebrate the 1838 Great Trek from the Cape to the Transvaal and

Orange Free State.

Thousands of Afrikaners were mobilised nationwide. The first sod was turned for

the Voortrekker Monument during that year – and even Mr Alan Paton the world

renowned author was present at the event. (But that is another story). Maj Harry

Klein of the UDF’s Division of Military Intelligence was also present throughout the

1 When South Africa left the British Commonwealth during 1961 we had to write our own War Book

(Oorlogboek). This new edition was called Administration Total War (Administrasie Totale Oorlog - ATO)

and each state department had to write its own “Departmental Administration Total War” (Departementele

Administrasie Totale Oorlog - DATO). (The SAR also had a chapter.) It was done during the tenure of Mr PW

Botha. From a strategic viewpoint a very interesting document. The SADF, SAP and the SAR al had a specific

role during war time. The Secretariat of the State Security Council performed the staff work for the

Administration Total War - HBH

34

ox wagon trek. He was also a reporter for the news papers but he sent all the

information he could gather to his chief, Col Thwaites. After the corner stone of the

Voortrekker Monument was laid the Ossewabrandwag was formed during January

1939 by Lt-Col Laas of the UDF. The mobilised Afrikaner masses then joined this

cultural organisation.

During the war thousands of Germans and Italians were detained in South Africa. A

large number of Afrikaners were also detained in places like Koffiefontein for the

duration of the war. (Afrikaner ladies, there were only eight, were detained in

Rhodesia.) Many Afrikaner saboteurs were arrested and convicted in court and sent

to jail. Many policemen were also arrested as being members of the Stormjaers of the

Ossewabrandwag. Afrikaner people and heroes like Robey Leibbrandt (related to

Robey Joyce a.k.a. Lord Haw-Haw) were also convicted and sent to prison. Johannes

van der Walt, a hero amongst the Afrikaners was a world renowned wrestler – he

escaped from police custody and was shot in the back by police.

During 1945 FM Smuts was on the side of the victors. During 1946 he had organised

the Victory parade at Gosforth Park near Johannesburg and during 1947 he invited

the Royal Family to visit South Africa.... The name of FM Smuts was on the lips of

every person and he enjoyed a lot of publicity here and abroad. He wrote the

preamble of the charter belonging to the United Nations.

When the Royal Tour took place, there were many Afrikaners and Boers highly

upset because of this Royal visit. Dr HF Verwoerd was then the editor of the Die

Transvaler and as far as he was concerned the Royal Tour was a non-event. Many

Afrikaners were still in prison or poor and destitute because they were former

political internees “out of work”.

A tremendous responsibility rested on the shoulders of the “police” and in this case

four police forces were involved:

• The King’s three own personal detectives from the UK;

• The Commissioner of the SA Police was personally involved as well as

various members of the SAP.

• SAP Royal Orderlies were stationed on the white train;

• The SAR & H Police; and finally the

• British South Africa Police (Rhodesia) when the train visited Rhodesia.

35

Thus when the Royal Family arrived in the HMS Vanguard at Cape Town

everything was ready for the Royal Visit.

We now invite you to read the following account by Oom Pieter Swanepoel who was

a youngster of 18 on the Royal Tour. He said I could use it conditionally2 as he had

not yet completed the editorial work on the typescript of his memoirs, but I said we

were interested in railway history and not in literature:

• Horses, the enemies of my youth – PC Swanepoel

There are people who cannot stop talking about the horses in their life. I am one of

them, but what I remember about these animals is not flattering to their race. Horses

have not been good to me.

Growing up on a farm one could not but be aware of the animals. No farm that I

knew of was without them. Motor cars were still fairly rare on the platteland and

many farmers still used a cart drawn by two horses. On our farm there was a gig.

This little vehicle was also called a buggy. It had a single bench on which three slim

lads fitted uncomfortably. My experience of it was restricted to two trips a week -

the seven miles from home to school on a Monday morning, and from school on a

Friday afternoon. It was pulled by a single horse.

I have no fond memories of those trips. Fortunately they lasted only one year. The

position in our household was that the eldest boy had been more or less adopted by

a childless uncle and his wife. They farmed many, many miles away on what had

been my grandfather’s farm. That left three of us children on the farm; Marie, who

was nine years older than I, and Gert who was my senior by five years. Marie and

Gert received their schooling from a governess who lived on the farm. Theoretically

she was also to teach me, but this was in practice restricted to the three R’s.

At the end of 1936 Miss Bornman, the governess, found a husband and new

arrangements had to be made. It was decided that Marie was fully learned and that

Gert and I would henceforth attend the government school at Kleinfontein. This

establishment boasted two teachers, a Mr. Jacobs who was the headmaster and a

2 Jy kan daarvan gebruik wat jy wil op voorwaarde dat jy dit duidelik maak dat dit

geneem is uit ‘n onvoltooide manuskrip – PCS.

36

Miss Van Rooyen. She taught the children in grades A and B and standard one,

while Mr. Jacobs taught those in standards two to five.

Marie was a sweet and supportive sister, but she had a thing about Miss Van

Rooyen. She told me that the woman was a dangerous bitch. It transpired that Solly

Scheepers, a small-time farmer who lived near Kleinfontein, and who was later to

become my brother-in-law, had also been calling on Miss Van Rooyen, which fact no

doubt influenced my sister in a negative way.

The problem about going to school at Kleinfontein was the transport. My father

shared my views about horses. He had spent a large part of the Anglo-Boer War on a

horse’s back and was one of the first people to buy a motor car in our family. He was

quoted as saying that he’d swop the farm and his wife for a car, just as long as it

enabled him to stay away from horses. I was his name-sake, a nine-year old chubby

and spoilt little brat. No ways was he going to let me ride a horse to school and back

every day. So it was arranged that I would board with the Spies family who lived

only a few hundred yards from the school.

Before setting out for school that first day Marie told me not to stand any nonsense

from Miss Van Rooyen. “But for heaven’s sake Pietie, don’t let on that you are my

brother. And when the headmaster asks you what standard you are entering, you

tell him: one.” That was how it came about that I never went through the grades A

and B.

Attending school and boarding with the Spies family posed no problems, but those

seven miles from and to the school were terrible. Our cousin, Coenie, whose parents

farmed very far from the school, boarded with us. He and Gert were the same age,

so on Mondays and Fridays I sat squashed in between them in that gig. Our school-

bags and my pyjamas were stacked on my lap. The road was corrugated all the way

and the horse took a fiendish delight in trotting as fast as it could, delivering us

bruised and shaken at the end of the journey. It was too terrible to bear and I

complained incessantly.

On Tuesdays and Thursdays Gert and Coenie rode donkeys to school and on

Wednesdays they used their bicycles. They took great delight in telling me how

much pleasanter these trips were compared to the Monday and Friday torture

drives. Fortunately neighbours who ran the store at Calverts, a mere three miles

away from our farm, but in the opposite direction from Kleinfontein, informed my

parents that they had engaged a governess from January 1938 to teach their two

children and two of their nearest neighbours’ children. They said I could board there

during the week, but of course that still left the Mondays and Fridays to be arranged

37

for.

The solution arrived at was that I was to go on horseback! Much as my father

disliked this arrangement, he simply had to acquiesce - driving to Calverts over

unmade farm roads to take a child to school in his brand-new 1938 Chevrolet was

unheard of. The kid just had to learn to ride a horse like all the other children in that

community.

That ushered in a new phase in my development. The horse I was given was called

Don. I assumed that this was short for Donner, which is a useful Afrikaans word. As

a noun it means a real low-life bastard. As a verb it means beating the life out of a

guy, but Don did not scare me. What troubled me was getting on top of him. The

saddle is a piece of equipment which comes with two stirrups and these are adjusted

so that when you sit in the thing your feet just rest comfortably in them. The

problem with very short people, (the category into which I fell) was that the stirrups,

when adjusted for my short little legs were way up there on the animal’s back. The

accepted way for the rider to mount the horse is to get your left foot into the stirrup

and swing yourself onto its back, but this was absolutely impossible for me. As a

rule the problem was solved by leading the horse to some object, such as a chair or

an ant-hill, climbing onto it and then getting your foot in the stirrup, but this was no

solution at some of the gates in that farm road. Just to be spiteful the ants built no

nests in the vicinity of these gates. And of course one could not open the gates

without getting off the horse.

And then there was another problem. My father was convinced that his precious

last-born would one day be riding along that farm road and suddenly the horse

would be spooked by the sight of a snake or the noise of a startled bird. It would

take off like a mad thing, race across the veldt, trip into a hole, fall down and break

my neck. The solution to this problem was that I would not travel alone. I was to be

accompanied by Ntini Buthelezi. Ntini’s family were tenants on our farm. His two

elder brothers took six months turns to work on the farm. The other six months they

worked in towns or cities. His sister worked in the house for my mother. His father

and mother were given a field to cultivate near their kraal, where they also kept a

few head of cattle and chickens.

Ntini was my age, but he was stronger, more agile and much more resourceful than

I. He could ride any horse or donkey on the farm without a saddle. All he needed

was a bridle. He needed no chair or ant-hill to mount the beasts and no horse was

going to run away with him. He could even stay on a grown calf’s back for several

seconds. Having Ntini accompany me to school on Mondays and fetching me again

on Fridays was not such a big problem for me. What inflicted deep psychological

38

wounds in my young and impressionable mind was my father’s insistence that there

was to be a halter from Don’s neck to whatever horse Ntini would be riding. This

was deemed necessary to prevent Don from running away with me. This

arrangement led to my losing much face every time we arrived and departed from

the school.

Fortunately that governess also found a husband so the agony only had to be

endured for a year. The suffering also had its rewards. When my father took me to

the big school in town the next year he was slightly unsure about what standard I’d

been in the previous year, the governess not being known to issue reports and

documents of any kind. So between him and the headmaster they decided to try me

in standard four, which in present parlance, would be grade six. It turned out that I

was the youngest and most backward child in that class, but living in the hostel

meant that I had no more need to ride a horse.

Had my father lived longer and been able to send me to a university I would no

doubt have become something important and lived happily ever after, but he died

while I was in high school, forcing me to become a labourer on the Railways for a

few months. Here again, there were no horses to worry about, but the pay was

miserable and the dirt of those steam locomotives was unbelievable. To escape it all I

joined the Police and was sent to the South African Police Depot in Pretoria as a

recruit. On arriving there I heard disquieting rumours that somewhere in that vast

establishment there were horses. It suddenly dawned on me that there had been

mounted policemen in our part of the world. I prayed earnestly that I should be

spared from landing among that lot.

For three months our training progressed peacefully. The war had just ended the

year before and hundreds of ex-servicemen had opted to join the Police. All the

bungalows were full and hundreds of tents had been erected to accommodate the

overflow. Our troop had not been anywhere near the stables and I felt safe at last,

when suddenly destiny struck again.

Until the year 1946 the South African Police only enlisted recruits who were 19 years

and older. In the first week of May a major experiment was launched. About 200

boys between the ages of 17 and 19 who had passed matric were taken in. We were

called “Juniors” and we wore a special khaki band on our caps. These had to be

worn at all times, especially after 5pm when the wet canteen was opened for an

hour. The reason was that Juniors were not allowed to purchase alcoholic beverages.

Not that they really would have if they could have, because their pay was

considerably less than that of “Senior” recruits. This form of discrimination in the

Depot gave rise too much underground moaning from the Juniors.

39

The inmates of the Depot and indeed the whole uniformed branch of the Police were

divided into two major “disciplines” - footmen and mounted men. The footmen

were contemptuously called “magalle”. Nobody knew what the word really meant.

It was pronounced in a kind of gutteral way and believed by mounted men to refer

to some overgrown under-brained species of mankind. The mounties were called

“bosluise”, the extremely unpleasant blood-sucking ticks which plague most animals

in South Africa.

For the first three months of our training in the Depot the Juniors were all

categorised as Magalle. We comprised Troops 28 to 33. On that fateful Monday

morning all six troops were ordered to stand in one long row, all facing towards the

instructors, who were huddled together and staring at us as if they were seeing us

for the first time. By a tortuous process of shifting us from one place in the line to

another, which lasted almost a whole period, they eventually had the tallest man on

the left and the rest all sloping down. The O.C. of the Depot, Major George Bestford,

declared himself to be satisfied that the 33 shortest men had now been identified.

“Congratulations men”, he said. “Henceforth you 33 will comprise Troop 33 and you

shall be a Mounted Troop”.

I was dumbfounded. I was now in Troop 33, and a Bosluis. The stables suddenly

loomed large in my life. To make the art of riding a police horse more difficult than

it should have been, we were immediately whisked off to the Quartermaster Stores

at Police Headquartes in Pretorius Street and issued with ill-fitting riding breeches.

These garments were designed to be worn on horseback, but unfortunately

prevented the rider from getting there. You could lift your leg only about two feet,

but the animals in the Depot were huge creatures. The stirrups were way up there in

the sky.

The instructors were aware of this problem and solved it in a novel way. The first

weeks of training would see us riding, or attempting to, without saddles. Only a

numnah, a coarse felt blanket-like piece of material, would be placed on the horse’s

back and secured there with a strap. This meant that the problem of reaching up to

the stirrups was solved - there were no stirrups. One had to get onto the animals

back by trying to dive head-first over its back and in this way getting your right leg

over the beast and securing some kind of seat on that numnah. This was all very

well for athletic types, which I never was. But before we were even to attempt this

feat, we had to “get to know your horses”.

Theoretically a particular horse was allocated to each recruit. In practice it transpired

that each recruit had been issued to a particular horse, because, as one instructor

40

seriously explained to us, we were only there temporarily, while the horses

remained there to train the next bunch of idiots. Each horse had its own stall in the

huge stables and above the crib its name was printed on a metal plate. Its force

number was tattooed on the gum above its teeth.

Getting to know the horses meant watering them, feeding them, cleaning and

brushing them, carrying out their bedding in the mornings, spreading it out in the

sunshine, carrying it back in the afternoons and “making up their beds”. It also

meant doing night-shift for two hours every week which entailed walking up and

down the length of the stable with a shovel and a pail and immediately picking up

any droppings before their lordships could possibly lie down and thus dirty

themselves.

In the riding school the getting to know your horse’s routine meant learning how to

lead them; how to stop, and how to respond to various orders. The order: “Stand

tooooo - your horses” meant taking up a position on the left of the horse, lightly

holding on to the bridle. This would be followed by: “In front offff, your horses”.

This meant stepping forward smartly and taking up a position in front of the horse

facing towards the animal. Next would follow: “Make much of your horses”. At

this command the recruit was expected to stroke the horse lovingly along its cheeks

and forehead, murmuring words of endearment, but at the same time watching

carefully lest the brute bite your hand or beat your brains out with an unexpected

swipe of the head. Then followed the command to “numberrr” at the sound of which

the horse would lift its top lips into the air exposing its force number tattooed above

the row of top teeth. This was a horribly intimidating sight and the horses knew it.

Most of them deliberately prolonged this awful grimace as long as they could.

When the horses had thus been convinced of the recruits’ love, the order to “stand

to” was again given. Now followed the real difficult part: The command to mount

would be given; a long drawn out “Moooouuuunt”. The explanation given for

stretching out the words of command was that the horses preferred it that way.

Mounting those animals was not a joke. In the beginning more than half the men just

managed to get as far as lying over them with their heads on one side and their legs

hanging down on the other side. A small minority of acrobats managed to attain a

sitting position on the animals’ backs, facing forward, but another small minority

which unfortunately included me, were still hanging on to the horses’ manes, our

feet still periodically touching the ground, when the next command came:

“Waaaaalk”. Immediately every horse started walking, seemingly oblivious of the

fact that its recruit was hanging on to its manes and hopping along by its side, or lay

stretched out over its back. The instructor, also seemingly unaware of the plight of

41

the majority of the recruits, now gave the next command: “Trooooooot”. And of

course the unfeeling brutes immediately started trotting as uncomfortably as they

could, thus dropping along the way most of their charges, including some of the

acrobats. When the final command: “Haaaalllt” was shouted, the horses stopped in

their tracks, thereby disposing of the last die-hards who had somehow stayed on

board during the trotting session.

The instructor was very sarcastic in his comments on our first attempts at becoming

mounted men. He singled out the mane-hangers for special comments. If we

preferred to run next to the horses, he said, he could order the horses to ride on us.

And the .horses would probably have obeyed him, we feared.

The next session saw all the mane-hangers managing to get on board, albeit on their

stomachs, but gradually we mastered the trick of getting on, It was nearly a month

before we graduated to saddles, but this immediately led to much unhappiness.

To understand this it needs to be explained that in the Police Force in those years,

length of service was a very important fact of life. The moment you were sworn in as

a member on the day you enlisted, you were given a force number and that number

stayed with you for the rest of your life. On the 7th of May this year, (2011), it will be

65 years ago that I became No. 21977 Recruit Constable P.C. Swanepoel. Over the

years the rank changed to Constable, to Detective Probationer, to Detective

Constable, to 2nd. Class Detective Sergeant, to 1st. Class Detective Sergeant and to

Detective Head Constable, but when I signed my name on Police documents the

number and the M – (short for Mounted), would be there. It was only when one

became an officer that you ceased to include the number, but on your file at Head

Office it was a permanent fixture.

So when you meet an octogenarian at a meeting of retired policemen, as I sometimes

do, you casually ask him what his number was and if it’s 21978 or higher, you look

at him in a superior sort of way and you call him a “blougat”, which literally means

a Blue Backside. The name is derived from small blue manuals entitled “Hints on

Crime”, which all recruits carried in their back pockets.

To return to our unhappiness. There were, at that time, three mounted troops in the

depot. All three troops used the same saddles. It was the accepted custom that the

cleaning of the saddles was the job of the junior of the three troops. Now it so

happened that troop 42 were our juniors in the sense that they had enlisted a week

or more after we did, but age-wise we were their juniors and in addition there was

the fact that they had had almost two months longer mounted training. This meant

that we were designated the job of cleaning saddles. It was terribly unfair and a

42

mean task. Every bit of leather which came into contact with either horse or rider

had to be washed with saddle soap and rubbed in with Dubbin. Some parts had to

be polished with shoe polish, and rubbed so thoroughly as to leave no polish marks

on riding breeches. The metal stirrups had to be polished with Silvo and the brass

clasps with Brasso. It was a time-consuming job that had to be done after hours and

we hated every minute of it. And as if that were not enough, there was the fact that

mounted troops had, in addition to law lectures and P.T. exercises, also to attend

Veterinary classes. You had to learn about each and every disorder a horse could

suffer from and the various drugs and dressings to cure them, while in your heart

you prayed that horse-sickness would remove them all from the face of the earth.

We had hardly mastered the art of getting on and staying on for an entire 40 minute

period when another calamity struck. We were told that the King of England, his

wife and their two daughters were to visit the country from February the next year

and that our Prime Minister, to show his everlasting appreciation to them for

deigning to visit his country (and possibly to help him win the next election), had

decided that they were to have a “Royal Mounted Escort” on five state occasions -

two in Cape Town and one in Pretoria, Bloemfontein and Pietermaritzburg. “And

guess who the men of the Royal Escort are going to be?” Major Bestford asked us at

a parade of all the mounted recruits. Not us, I prayed, but us it was - and the sods

in troop 42.

This adventure commenced on my 18th birthday in the year 1946. Troops 33 and 42

were taken by troop-carrier to the railway siding nearest the Depot where a

trainload of “remounts” had arrived from Kimberley; The Oppenheimers had a huge

farm there on which horses were bred. The government had bought this

consignment of animals to be trained and used during the Royal tour. We had no

idea what manner of horses “remounts” were. At first sight they appeared to be

scrawny, underfed wild beasts. Compared to the haughty Depot lords they looked

dejected and inferior. But of course the long train journey from Kimberley had a lot

to do with this.

Each man was to be allocated one of these animals and there was to be no argument

about who was getting which horse. We were lined up in a single row and as each

horse emerged from the railway truck led by farm hands who had accompanied

them from Kimberley, the man at the top of the row had to accept him. The only

trick the horses had been taught was to “number” and a sergeant would write down

your name and your horse’s number. “Never mind about names, we’ll give them

names later on”.

We had all been issued with halters and these were used in leading them to the

43

Depot where additional stables for the 70 odd animals had been constructed. At first

there was no question of trying to ride them. “First we have to get them to look like

gentlemen”, Major Bestford told us. This meant endless brushing and scrubbing and

washing and cleaning. They all had to be shod and the farriers worked overtime at

this task, but of course at all times you had to be with your horse. Their names had

been summarily decided upon by the senior NCO and my horse became “Star”.

Fortunately he was a mild-mannered fellow. He soon learnt to pick up a leg if I

wanted to clean his feet, he never bit me and closed his mouth smartly after

displaying his number.

Sleeping on nice clean bedding every night, eating like kings and being endlessly

cleaned and brushed soon transformed these farm types into real city slickers. What

remained now was to see how they would behave when being ridden. “Remounts”,

the NCO’s told us, “are horses which have been broken in, but not taught how to

behave when being ridden”. So the chances of them bucking and throwing off their

riders were slim, but what even our NCO’s did not realise was the extreme

tenderness of a young horse’s mouth. We knew that young horses should not be

ridden with solid iron bits and for that reason the Quartermaster had issued snaffles,

in place of bits, but snaffles are also made from metal and though not as hurtful as

bits, they were still very hard, being two metal bars joined in the centre in such a

way that when pulling on the reins, the pressure in the animal’s mouth is spread to

the sides of the mouth.

When breaking in horses even snaffles are not used, the riders relying on leather

thongs. This we did not know and to our horror, on that first day we mounted the

beasts, we saw one after the other horse fall right on its back, generally with the rider

pinned underneath. This happened every time a rider jerked or pulled too hard on

his reins. The poor beasts just could not handle the terrible pain.

So learning to ride, and to teach remounts, was a slow and arduous task. But the

worst was still to come. These young horses had to be taught how to behave while

screaming and cheering crowds lined the streets almost touching them, while

military bands belted out all kinds of music and firing squads let off volleys of rifle

fire. At first the natural impulse for the animal was to switch around in order to

escape the sudden sound, and the natural impulse of the rider was to fall off. In fact

we fell like raindrops from the sky. Heaven knows how long this would have carried

on, but Major Bestford had the solution.

What had happened was that with the formal creation of the Royal Mounted Escort

on that fateful birthday of mine, there had also been created a semi-official Royal

Escort Wet Canteen. One of the sergeants was appointed secretary, treasurer and

44

bouncer and another was the bartender-overseer. One of the officers, (we had three),

was the auditor and the O.C., Major Bestford, was the honorary president without

complimentary drinking rights.

What the Wet Canteen desperately needed was capital to start off in business. Our

falling off when trying to ride through screaming recruits lined up in the Depot’s

streets gave the Major his idea. “Henceforth men”, he informed us, “each man falling

off will have his pay docked by two shillings, which will be deposited with the Wet

Canteen’s funds as a donation by the falling gentleman”.

This was serious. On the day before my birthday we had had our “Passing Out

Parade”. We had become full-fledged constables and nobody had suggested that we

retain the khaki bands on our caps which denied us the right to buy a beer. A quart

bottle of beer in the Depot’s Wet Canteen cost two shillings. That was about what

one’s finances allowed once or twice a week. If you were to be docked two shillings

for falling off, it meant the end of the world. Ergo. We learnt how to stay on a

horse’s back under almost any circumstances.

The Royal Tour of South Africa was a three months event and it would bore people

to be told of all our adventures. What remain with me after all these years is the

memory of our very first trip from Pretoria to Cape Town. Nowadays the Blue Train

does the journey in just a day and a half, but our special train took seven days. And

as it happened I had drawn a losing ticket, which meant that on that journey I spent

seven days and nights in the company of Star and three of his colleagues in the same

truck.

Our furniture consisted of two cribs made from canvas and a kind of mattress

hanging from each end of the truck to the crib. This created some sort of stall for

each horse, so you had two horses on one side of the crib facing the two horses at

the other end of the truck .Between the two cribs was the area occupied by the guard

– the losers like me. We had a number of bales of lucerne, a bag of crushed mealies,

our own bedding, being some kind of pre-historic mattress with two police blankets

and a cushion, and a kind of coat hanger tied to the roof of the truck on which our

uniforms were hanging, The guard was clothed only in PT shorts and a vest.

Twice a day the train stopped at some siding and men who had not drawn losing

tickets brought pails of water which we gave to each of our four horses in turn to

drink. We also fed them lucerne and crushed mealies and prayed that there was

poison in it, because as time went on it became hell to stay with those four animals in

the same space.

45

I don’t know about other animals, but horses tend to take advantage of the

friendship established with their riders. Star and his three pals became a pain in the

neck. To celebrate my manhood in becoming a constable I had started smoking. Not

very seriously, but on my way there. Even on that first day in the truck I thought I

saw Star looking at my packet of cigarettes in a funny kind of way, so after that

every time I took a cigarette out I took great pains to hide the packet under my

pillow. Immediately behind me was the door of the truck. This was a double door

and the top could be opened to let in light and fresh air, but our orders were to close

it at night.

That very first night in the truck I lay there looking at these four horses and pitying

them for not being able to lie down and sleep. Our NCO’s had told us that if a horse

were ever to lie down in a railway truck, it was to die. They just do not lie down in

strange surroundings.

I fell asleep and dreamt that a pretty girl was stroking me lovingly on my cheek

preparatory to kissing me, but before she got that far her stroking of my cheek

became so intense that she pushed my head clean off the pillow. I awoke to see that

gentle Star retreating to his place behind the movable crib with my packet of

cigarettes in his mouth.

The swine. And that went on for seven days.

To end this story:

1. From a security point of view nothing could be found that marred the

tour.

2. FM Smuts lost the 1948 election.

3. Dr Malan’s National Party won the 1948 election.

4. Dr Verwoerd later became the Prime Minister and during his tenure

we became a republic and left the British Commonwealth.

46

• Photos

The SAP Royal Orderlies who lived on the Royal White Train

Rugby fans will remember Brig JGM “Buurman” van Zyl of N-Tvl - HBH

Part of the Royal Mounted Escort

47

One of the junior Constables photographed here became Commissioner of Police, he

was Gen PJ Coetzee. After being promoted to Major, “Oom Pieter” was drafted into

the BfSS and he retired, after an interesting career, as a senior official of National

Intelligence.

48

Thanks to the SAR the Royal Party and all involved in the tour were safely

transported.

49

• Railways Police

50

• Royal Security: Rhodesian Police: Sgt Cliff Podmore

• Royal Security

51

• End of the Tour

52

• Letter from White Train

• King’s Message to the SAP

• Was there a message to the men of the SAR?

53

Nederlandsch Zuid-Afrikaanse Spoorweg Maatschappy (NZASM)

• G.A.A. Middelberg (1846 – 1916): biography - Leo Middelberg

G.A.A. Middelberg was born on 21 June 1846 in Boskoop (Netherlands) as the eldest

son of Rev G.A. Middelberg. His father died when he was only three years old but

his mother remarried much later and his stepfather was very supportive to

Middelberg and his younger sister. The quality of school instruction during the

1850s was rather superficial and by the early 1860s he left school. He was unsure for

some time what to do but his love for machinery led him in 1863 to study

mechanical engineering in Zürich (Switserland).

He was involved in student unrest the following year and was forced to leave

Zürich. He returned to the Netherlands and decided to continue his studies in

Hannover (Germany). He graduated at the top of his class and was offered a post

with the Prussian Railways at Frankfort a/d Oder. He stayed there for some 18

months and his prospects were good but then he would have to become a German

citizen. He would not consider such a step and he returned to the Netherlands.

The Dutch Railways could not accommodate him at that stage and he was advised to

go to England for experience. He worked for some five months as a techical

draughtsman in a workshop in Manchester. In 1871 he returned to Holland and was

appointed deputy engineer at the State Railways in one of the provincial capitals.

Middelberg was a competent engineer, a hard worker and he got along very well

with others. A few months later he was transferred to Luik (Belgium) where he

stayed for some two years. During 1873 he was transferred back to Holland where

he applied for the post of chief engineer at another railway company. His application

was successful and until the late 1880s he gained further technical and design

experience with increased responsibilities.

In 1890 he was appointed director of the Nederlandsch Zuid-Afrikaanse Spoorweg

Maatschappy (NZASM), the company that was appointed by the ZAR Government

to design, construct and operate the Delagoa Bay – Pretoria railway line. And so

Middelberg’s engineering career ended and his management career started. During

the first few years of the 1890s he travelled to South Africa on a regular basis but in

1894 he and his family moved to Pretoria where they stayed until the end of the

decade.

The railway project also involved several side lines on the Reef as well as the

connection with the Cape and Natal railway systems. In this respect he worked

closely with President Kruger, who called him ‘slim Gert’, his ministers and the

54

Volksraad as well as the railway managers and politicians of the Cape, Natal and

Portuguese East-Africa (now Mozambique). He also met with Rhodes, the Prime

Minister of the Cape and although they got along well, he was very much aware of

the fact that his and Rhodes’ objectives were vastly different! He was very capable

railways expert and a first-rate negotiator. During these years he arranged for the

building of a luxury railway carriage for the President (currently in the annex of the

Kruger House in Pretoria) and a (somewhat less) luxurious railway carriage for the

director (currently at the Railway Museum in George).

Middelberg was a very productive worker and apart from the general managemant

of the design, construction and operation of the railway system, he wrote weekly

letters to the director in Amsterdam and also weekly letters to his family in Holland

for further distribution. These letters gave such a clear and interesting picture of life

in the ZAR in the 1890s, that the SA Akademie vir Wetenskap en Kuns published an

edited version of these letters in 1953 under the title “Briewe uit Transvaal’.

In the course of 1898 President Kruger offered Middelberg the post of Minister of

Finance. He accepted this offer although he would have to resign from the Railways

(which he did). He requested absence of leave in order to visit Holland but the

Anglo-Boer War broke out in October 1899 and he was prevented from returning to

South Africa. President Kruger died in exile in Switserland in July 1904 and

Middelberg was one of the entourage that accompanied the body of the President

back to South Africa for burial in Pretoria in December 1904.

He visited South Africa again in 1909/10 on request of business associates and was

also involved with the founding of the Zuid-Afrikaansche Hospital3 in Bourke Street

in Pretoria. He was elected to the Dutch Parliament in 1909 where he used his expert

railways knowledge in finalising patent legislation of which he had prepared the

first drafts some 20 years earlier. He lost his seat in the election of 1913 and for the

remainder of his days he lived quietly in his country home where he died in March

1916 at the age of almost 70 years. He left his wife and their six children. The street

where the Jacaranda Hospital is in Pretoria has been named after him.

Leo Middelberg - Secunda, April 2013

3 I was a patient in this hospital (2012) and followed the hospital’s history while lying in bed. It was found as a

Dutch (later Afrikaans) “Hospital and Diakonie Huis” after the Anglo Boer War by various Boer leaders like

Gen L Botha and Gen Koos de la Rey. We Boers have our own sub-culture. Because of new labour practices

today few of the staff could not treat me in my home language, Afrikaans. Staff who treated me came from

Nigeria and Franco- phone Africa. However the service and care was good; but things have changed ...

55

• Middelberg’s Coach (SAR No 18) (HBH)

Photo: HBH

56

• Kruger’s Coach Mk 1 (SAR No 17) (HBH)

Photo: SAR Museum (Eric Conradie)

No 17 Rebuilt

Photo: SAR Museum (Eric Conradie)

57

• Anglo Boer War 4th Class on NAZM (HBH)

Source: Project Gutenberg

• Anglo Boer War 5th Class on NAZM (HBH)

Source: Project Gutenberg

• NZASM: Kruger Medallion (HBH)

58

Anglo-Boer War: Railway History

• Mafeking

“Mafeking Railway Station: First Train arriving from the north after the Relief of

Mafeking”4

Note: British flag and camouflage

• HMS Forte in Natal

“HMS Forte. Mounted on Truck used Nightly communicate Ladysmith”5

4 Project Gutenberg

5 Project Gutenberg

59

The Outeniqua Choo-Tjoe: Andrew Stevens

Dear Hennie

That is most kind of you [Duly attached in MS word – 93]. Any publicity we can get

would be most helpful.

I have edited my article slightly, bringing it up to date and copying also to Craig

Viljoen, Editor of the Transvaal Outpost and to Friends of the Choo-Tjoe.

With kind regards

Andrew Stevens

ps There are now almost 12000 signatures to the petition

• The Choo-Tjoe

Many readers and their friends will be familiar with the Knysna Choo-Tjoe and

some will remember the storm flooding and wash-aways a few years back with

disastrous results. One of the victims

was the Choo-Tjoe; it stopped running,

leaving wagons and carriages behind

at Knysna and the locomotives at

George. The Choo-Tjoe is a classical

steam train sometimes referred to as

the ‘Outeniqua Choo-Tjoe’ running

between George and Knysna. The

railway line served a dual function as it

conveyed logs, bales of rubbish and

cargo between the two towns and further afield. The goods trains were mostly

powered by Diesel Electric locomotives.

The picture above shows a steam locomotive on the turn-table at the Knysna station.

The turn-table was built to replace the extensive turning triangle with its three sets of

points some years ago to make way for the development of the ‘Quayside’ which is

an attractive commercial and residential development including moorings, hotel and

yachting harbour adjoining the Knysna yacht club.

George is the main railway junction with one line to Mossel Bay, Swellendam and

Cape Town, and another following the Montague Pass to Oudtshoorn. The

spectacular mountain route is presently served by a trolley wagon. Not far away is

60

the narrow-gauge Apple Express connecting to Port Elizabeth and a disused line to

Calitzdorp from Oudtshoorn. George is also home to a Railway Museum which any

train enthusiast should visit.

So in many ways, the area is a railway man’s treasure and a great tourist attraction.

During the years that the Knysna to George Choo-Tjoe has been out of commission,

another has been running between George and Mossel Bay which unfortunately,

now also seems to have stopped. The main reason that nothing is being done is put

down to economics and lack of funding.

Friends of the Choo-Tjoe have meantime purchased and renovated an inspection

trolley which can be viewed at the Quayside. They have several engineers giving up

their time, working hard to get the project going. They support ongoing talks

between the Minister of Tourism of the Western Cape, Alan Winde and others with a

view to taking the project over. A decision by Transnet and the Department of

Public Enterprises is being awaited. The project has attracted international interest.

Steam trains hold a fascination for many people and enthusiasts travel the world to

see them. The same might be said of ships and even airplanes.

Interested persons can contact Friends of the Choo-Tjoe to check on progress and the

latest news. They have a web site at: www.friendsofthechoo-tjoe.co.za . More about

the Choo-Tjoe can be found in Garden Route Travels and on our blog:

http://blog.wanderlust.co.za

The Choo-Tjoe used to cross the

Kaaiman’s River Bridge

Andrew Stevens

61

Adrian Hill

• Premier Classe

I did this Premier Classe set for a friend who really, really wanted one. With each

model comes new ideas and with this one came tinted flush fitting windows. I

machined strips of prespex on the CNC mill so that the entire window set on one

side of a coach could be fitted from the inside. This idea works like an absolute

charm because the windows are laser cut into the body so the windows fit perfectly.

I've started using this method on all my models because it just looks so good. The

power car still needs a bit of a black wash coat to bring out the vent detailing.

63

• 15F

64

...and a 15F with a long tender. Many modellers said that I needed to bring the

tenders closer to the loco. Well, this turned out to be quite an issue because as the

two are brought closer together the more problems one has with the models ability

to articulate. I spent many hours with my face against the table and dremel in hand

to get the geometry just right. My daughters thought that I had gone mad because I

would stare at the model sideways and the carefully turn it upside down in just that

odd position that it was in. The model is able to pass through a very tight S-curve

and tight radius without derailing. I suppose that one would never run the model

through curves as tight as the ones that I tested but it is important for me to see that

it would not derail easily. A friend pointed out before that my long tender was

incorrect.

Paul du Preez: SAR Greytown

The station has all but been demolished, and it is only the Timber trains that come

through every now and then.

Regards

Paul

Dutch Railway Museum: Utrecht

Have a look at:

http://www.spoorwegmuseum.nl/nieuws__actueel/tentoonstellingen/sporen_naar_h

et_front.html

65

Albert Nel: Welbedag

Albert Nel: (on SA Spoorweë, SAR, Ulolwe) Vroeg more en Welgedag loko

se ou waterkolom staan nog steeds 26 jaar nadat die laaste stofie sy shunt hier

gemaak het. Welgedag het nog 4 koloms, waarvan een nog daagliks gebruik word.

Net dalk maak ons weer eendag ‘n stofie vol water hier!!!!!

Div De Villiers, Jade TheMaster Wilson, Nico van der Westhuis and 7 others like

this.

66

Andries Meiring Hier by ons in Welkom staan nog 2 water koloms maar hul is

stadig besig om die 1 se bene te amputeer.

Rene Van Wyngaarden Ek word so weemoedig as ek die foto's sien. Ek was 'n

Spoorwegkind! En trots daar op

Mariza En Tony Taylor Goeie ou dae op Welgedag, good memories.

Filler

RRL Grinrod: Chris Van Wyk

Aan : Hennie Heymans - In die album wat ek hier deel is reeds foto's wat ek geneem

het van RRL Grindrod se lokomotiewe wat in Pretoria by hulle aanleg gebou is vir

African Minerals in Sierra Leone.

1211 is in Februarie verskeep en ek was slegs by die laaiery betrokke, terwyl 1212,

1213, en 1214 ook deur my met 'n soortgelyke rit as die vorige paar dae s'n van

Pretoria na Durban gebring is om ook hulle weg na Noord Afrika te vind.

In 1211 se geval moes die lokomotief van sy onderstel geskei word as gevolg van die

beperkte kapasiteit van die skip se hyskrane wat gesamentlik maar slegs sowat 100

ton kon laai.

67

Die latere laaiaksie was heelwat makliker met die skip se hyskraan wat tot 250 ton

kon baasraak en die lokomotiewe dus heel gemaklik opgelaai is.

Die lokomotief van RBCT is vanaf Richardsbaai na Pretoria gery waar dit tans in

RRL Grindrod se werkswinkels herbou word.

Chris Van Wyk

Douglas Coetzee likes this.

Greg Hart Chris, are these GE or GM ?

Chris Van Wyk Neither, South African built locomotive by RRL Grindrod in

Pretoria. 16 Cylinder turbocharged engine. Derick Norton would be able to give

more info as they are working with them in Sierra Leone. This one is on its way there

...

Deon Arangies This is a good looking loco. Maybe a bit of a GM influence.

Fanus Jansen Van Rensburg Very nice.

68

Chris Van Wyk

The assignment - move this South African built locomotive from the Umbilo yard to

Maydon Wharf where it can be loaded onto a waiting ship for export to Sierra Leone

for the AML mining group — at Maydon Wharf.

Jez Smith, Greg Hart and 2 others like this.

Eben Potgieter Diesel loco 1211 was build at Pretoria by RRL Grindrod locomotive

(Pty) Ltd.

70

Just finished uncoupling body from the bogies - ready to load!

71

Assignment complete - Locomotive parked next to the cargo ship.

Both ship cranes hooked to the body of the locomotive - loading will be done

tomorrow morning as the ship's ballast must be adjusted first to accommodate this

heavy load and the loading process will also take a few hours.

73

• In the Congo

74

Chris Van Wyk: Pretoria to Durban Harbour

Pictures of locomotives built by RRL Grindrod in Pretoria and destined for Exxaro in

Congo Brazzaville. Pretoria to Durban harbour

Fresh from the assembly line, i.e. from RRL Grindrod assembly plant in Pretoria

75

Support crew Robert Harford and Nico van Wyk

Supporting blocks being loaded on running board of EXX-3003

Leaving Pretoria for Durban:

76

Changing pilot drivers at Witbank

Waiting to cross a TFR train I got off to inspect the locos and took a few pics — at

Mpumalanga:

77

Eastern Escarpment

78

Between Waterval Boven and Waterval Onder

Taking over driving duties from Nico van Wyk at Golela station

79

Terence Petzer, our TFR pilot travelling with us from Golela

Waiting for a fresh pilot at Empangeni station — in Empangeni.

80

Safely parked in Maydon Wharf in Durban.

From the lens of Andre Kritzinger

• Worcester: English as she is spoken in South Africa

81

• Queenstown

Where steam dreams! ... Until the scrap merchant arrives with his blow torch.

82

• Salt Trucks for Botswana

Jaco Holtzhausen: New Trucks for Botswana -

Jaco Holtzhausen on Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe

83

Nuwe trokke van Botswana, nogals goeie brieke.

You, Jacobus Prinsloo, Grant Fryer, Noel Welch and 4 others like this.

Jacobus Prinsloo: waarvoor word die trokke gebruik?

Jaco Holtzhausen Hierdie was ‘n vrag steenkool.

• Kaalfontein Car siding

Jaco Holtzhausen

Kaalfontein — at Kaalfontein Car siding.

Frans Burger, Alexander James Knight, Noel Welchand 5 others like this.

84

• 37-094 at Sasolburg:

Jaco Holtzhausen on Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe

Kyk hoe mooi lyk die meisie — at Sasolburg Yard.

You, Rudi Venter, Francois Mattheüs, Andries Meiringand 11 others like this.

Tertius Chuckster Tolken As ek mag vra wat is die verskil tussen die 37-000,

35-000 en 34-000.

Jaco Holtzhausen 37 is n GM loko 16 silinders,35-000 GE 8 silinder en 34-000

ook GE 12 silinder

Willie Marais Pragtig!!!! Laat 'n mens ver terug verlang na die 'Spoorweg' toe;

alles geblink het van Trommel tot Trok!!!

Bill Pieterse Mooi kleurskema.

85

Graham Woycieh Ek so mal oor ‘n skoon lokomotief maar ongelukkig hier in

Durban sien jy dit nie ...

43-014 - Wickus Heymans

No further particulars provided.

Gary Meyer

Gary Mayer had recently arrived in South Africa from the Congo and he shared the

following photographs with us:

89

Jacobus Prinsloo: Exxaro Locomotives: Pretoria

91

Smittie van Zyl

92

Jacobus Marais

• Lidgetton

Jacobus Marais on Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe

Nog een van die nuwe ballast wat gegooi word net buite Lidgetton

93

• Historic Hilton Station

Jacobus Marais on Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe

We'll done Grant Fryer, wishing you and the Hilton Steam Heritage Association all

of the best with the project. Natal Witness today

Rudi Venter, Jade TheMaster Wilson, Nico van der Westhuis and 4 others like

this.

Steve Compion Looking forward to visiting the final product. Wishing you

everything of the best.

Frank Graham Granty, to you and your team: I wish you every success and the

continuing support you will need - and DESERVE.

Adré Greyling le Roux Grant I see the coach that I looked after is on this photo.

Second from the back number 5853. I wish we can get Keith and Judy Brown back in

SA to join in with us. I do have contact with Gavin Claasen as well.

Matt Raubenheimer Adré Greyling le Roux - Keith Brown is back in SA and

has recently become a member of Friends of Atlantic Rail here in Cape Town.

94

Adré Greyling le Roux: Thank you for this news, pleas can you inbox me their

contact details and give them my regards.

Robert Maidment Wilson

15F 2916 nr Cape Town on 1998-05-17

15F 2916

95

CFB: Luau – Anton van Schalkwyk

It seems the station building in Luau is coming on well!!

South African Airways

• Statue at Jan Smuts, Johannesburg Airport now O Tambo Airport

Any further information re

Airport now O Tambo will be welcome.

• SAA – Johannes Botha

Gautrain

• Gautrain News: Compiled by Jeanette Jacobs

Statue at Jan Smuts, Johannesburg Airport now O Tambo Airport

Any further information re: the statues that were exhibited at the Jan Smuts

will be welcome.

Johannes Botha

Compiled by Jeanette Jacobs

97

Statue at Jan Smuts, Johannesburg Airport now O Tambo Airport

that were exhibited at the Jan Smuts

98

Gautrain News:

The bus strike during April played a major role in the Gautrain services

NATIONAL BUS STRIKE - Refund of Period Products

Dear Customer,

If you have been unable to use your Gautrain period product as a result of the

current bus strike, you can apply for a refund of the un-used value by following the

process below:

- Please complete a Refund Application form at your nearest station, clearly

indicating that it is for un-used period product train trips due to the bus strike which

started on 19 April 2013. Kindly note that you should only apply for a refund once

the applicable period product has expired.

- Please have your Gautrain Gold Card and either your ID, driver’s license or

passport with you when you complete the refund application form.

- Your refund application form and your Gold Card usage will be assessed to

determine the exact refund amount. This may take a few days so please bear with us.

You will be refunded an amount equivalent to the value of the period product trips

that you have been unable to use during this time.

- The refund amount is calculated by multiplying the fare cost per trip (as applicable

to your specific period product) by the number of week days that you were unable

to use the train system due to the bus strike, up to a maximum of the number of

unused trips on the specific period product.

- This amount will be refunded by loading the equivalent Pay-As-You-Go value onto

your existing Gautrain Cold Card. Kindly note th

- The above analysis will be done offline and a Customer Service Information Officer

will contact you telephonically to have your refund loaded at one of three identified

stations (Rosebank, Sandton and Centurion) on a mutuall

Gautrain bus services will return to normal on Monday 29 April 2013. Thank you

kindly for your patience.

Can anyone recognise this intersection?

Monday 29 April 2013, a fifth 8

as afternoon peak periods. This will mean that at least every second train during

peak periods will be an 8-car train.

your existing Gautrain Cold Card. Kindly note that no cash will be refunded.

above analysis will be done offline and a Customer Service Information Officer


stations (Rosebank, Sandton and Centurion) on a mutually convenient date.


Can anyone recognise this intersection?

Monday 29 April 2013, a fifth 8-car train will be inserted during the morning as well


car train.

99

at no cash will be refunded.

above analysis will be done offline and a Customer Service Information Officer


y convenient date.


car train will be inserted during the morning as well


100

Railways and the Media

• Sies, Transnet!

2013-04-28 00:05: Jan de Lange

Dr. Anton Moolman, voormalige uitvoerende hoof van Transnet. Hy verduidelik in

’n verklaring hoe Transnet se skuld by die pensioenfonds ontstaan het.

Transnet het die pensioenfondse van sy afgetrede lede, onder wie derduisende

behoeftige bejaardes, op onwettige maniere stelselmatig kaalgepluk sodat Transnet

sélf die geld kon vat.

So voer van die land se bekendste regsgeleerdes aan in die grootste siviele eis in die

land se regsgeskiedenis wat Vrydag by die hooggeregshof in Pretoria ingedien is.

Pleitstukke in dié klasaksie-eis van R79 miljard is opgestel deur adv. Jaap Cilliers SC

en adv. Leon Kellerman SC.

Die “ooglopend onwettige maniere” waarop die fondse glo gestroop is, het eers

onlangs aan die lig gekom toe regsgeleerdes wat vir die pensioentrekkers optree

101

notules en finansiële state van die fondse in die hande gekry en ontleed het, word in

hofstukke beweer. Dit wys glo hoe die fondse se belangrikste bate – skuldbriewe ter

waarde van R7,7 miljard wat elke jaar ’n inkomste van R1,2 miljard aan die fonds

verskaf het – vroeg in 2001 “verruil” is vir aandele in MTN, destyds M-Cell, ter

waarde van sowat R1,395 miljard.

“Daar is geen aanduiding dat die fondse enige inkomste uit die M-Cell-aandele

gekry het nie,” sê Kellerman.

Die stropery het ook daarop uitgeloop dat die trustees in 2001 besluit het om die

jaarlikse verhogings van pensioene tot 2% te beperk, strydig met sy vorige besluite

dat die verhogings minstens 70% van die inflasiekoers moet dek.

Dié beleid is aanvaar op grond van aktuariële veronderstellings dat

pensioenfondslede binne ’n kort tydperk sou doodgaan en dat die “probleem” dan

opgelos sou wees, sê Johan Pretorius, ’n Transnet-pensioentrekker van Bloemfontein,

in ’n beëdigde verklaring.

“Dit is duidelik georkestreer deur Transnet om sy balansstaat te verbeter – wéér ten

koste van die lede van die fonds.”

Pretorius sê verder in sy eedsverklaring die wanbestuur van die fonds en die stroop

van sy bates is gedoen met die instemming van die destydse minister van openbare

ondernemings, Jeff Radebe, en die minister van finansies, Trevor Manuel.

’n Tipiese voorbeeld van die nood van Transnet-pensioentrekkers wat in die

pleitstukke gebruik word, is Ernst van der Walt van Pretoria-Noord en lid van die

Transnet-Tweede Vaste Voordele-Fonds.

Hy kry op die oomblik ’n pensioen van R1 878,78 per maand.

Hy sou volgens sy aftreevoorwaardes lewenslank gratis lid van ’n mediese fonds

gewees het, maar dis in opdrag van Transnet gestaak.

“Die gevolg van dié ongelukkige situasie is nou dat Van der Walt ’n netto pensioen

van R1 per maand kry.

“Dit weerspieël die lot van ’n groot persentasie van die lede van die Transnet-

pensioenfonds en die Transnet- Tweede Vaste Voordele-fonds,” sê Pretorius in sy

beëdigde verklaring.

102

Hy en Johan Kruger van Pretoria-Noord dien die eis namens die oorblywende 66 000

pensioentrekkers en hul afhanklikes in. Hulle word vinnig minder. In 2000, toe hulle

geskei is van Transnet se ander pensioenfondse, was hulle 103 000. In 2011 was daar

75 000 oor.

Sowat 53% van hulle is wit, 33% is swart en 13% is van ander rasse.

Hulle vra die hof om die enorme eis van R79 miljard in Julie as ’n klasaksie goed te

keur.

Dit sal waarskynlik daartoe lei dat Transnet se kredietgradering onmiddellik

afwaarts aangepas word.

Die eis bestaan uit skuld van sowat R17,1 miljard wat Transnet en die regering in

1990 erken het hy aan die fonds verskuldig is met die kommersialisering van

Transnet in 1990, met rente teen 12% per jaar; ’n verlies van R5,498 miljard wat gely

is met die ruil van die skuldbriewe in 2001, asook terugbetalings vir surplusse in die

fonds wat aan Transnet uitbetaal is.

* Pensioentrekkers van Transnet wat nader besonderhede oor die klas-aksie wil hê,

kan die regspan kontak by Geyser & Coetzee Prokureurs, 012 663 5247/8 of die

Transnet-Pensioen-aksiegroep per e-pos kontak by [email protected].

http://www.rapport.co.za/Suid-Afrika/Nuus/Sies-Transnet-20130427

Books and Rail Magazines

• Natal: An Illustrated Official Railway Guide and handbook of

General Information; published by Natal Government Railways

during 1903.

Gilles van Schalkwyk came over, from the other side of the Juksei River, to show us

the above historical book in Pretoria. [I have a copy published during 1910. This

issue is older and contains a lot of historical information.] We made some scans and I

think our readers will enjoy the following:

106

I remember one day I visited Mr Eric Conradie in the SAR Library and he showed

me the above photo. He was wondering where this particular photo was taken? He

told me he thought it was Wests. Having visited Wests many times during the 1960’s

I could not give an opinion. However no we have proof that this picture was taken at

Wests and not on the natal South Coast.

NGR Map [p 104]: I remember adding before Union (1910) the NGR extended the

line from Harrismith in the Free State to Kroonstad in order to get some of the Cape

traffic.

Plan of Durban [p 105]: I found an old map of Durban c1930 which also showed the

line from Point to Durban Station.

Ladysmith Station Yard [p 105]: The spots indicate Boer shells during the siege.

• On Rails under Paris: Francois Gunter (France)

Francois Gunter is another former “Durbanite” and we both attended the same

school in Durban (at different times) and we both joined the SA Police. He is years

younger than me. He and his family now live in France. He kindly sent me the

following book for my library:

108

Natal Newsletter: Railway Society of Southern Africa – Ashley Peter

109

Back page: E1 taken at Pinetown

RMIG – Lionel Penning

• We have not yet received the April issue – HBH

Railway History Group – Wally Greig

• No report received - HBH

110

Around the Globe

NZ steam: Wynand van Brakel (Fromerly Durban)

The world has indeed shrunk, Wynand is also a former Durbanite and we also

attended the same school. At one stage Wynand was employed by the SAR working

in the workshops on the Garratts - HBH

111

Letters

We cannot place all letters, but here are a few:

• Les Smith

Hi Hennie,

Excellent as always! Thank you for your effort in putting the "Uloliwe" together.

Regards,

Les S.

• Ian Roberts

Hennie,

I very much enjoyed the current copy.

On the subject of heavy lift vessels I make my retirement fun-money loading these

things.

112

For information the pictures titled very deep should actually read sank. Off Gabon, I

believe.

On the FOTR website I posted a photo of one of these beasts which was off Port

Elizabeth in April 2010 on its way to North west Australia from the Gulf of Mexico.

Avery interesting voyage.

http://www.friendsoftherail.com/phpBB2/viewtopic.php?f=221&t=6742#p21846

A nice photo, but sadly I don’t have the copy write

If you are interested I do have some others which are my copyright.

Pandora’s Box

• Grand Central: New York

113

• WW2: Rail Gun

• Pakistan

114

• Beckenridge, Colorado

115

• Tobruk Station

Disclaimer and Greetings

We don’t like legalize, but it has to be there, so read the small print ….

Readers and/or Viewers may use content from The Uloliwe for non-commercial purposes on condition that such material is

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116

© HBH

The next issue of “The Uloliwe” will be Vol. 4 No 6 and will be published, DV,

sometime during late June 2013.

Send in your comments, anecdotes and photographs please.

Take care!

Stuur solank u stories, herinneringe en eie foto’s aan [email protected] in

jpg-formaat

Hennie Heymans – Pretoria, ZA © 2013

The Uloliwe

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