The South African Railways Page

We, that is my wife and 2 kids and I, travelled by car to Port Elizabeth and boarded the Southern Cross on Saturday morning. Boarding was an experience in itself, as we didn't even see the train until some 20 minutes after it was supposed to LEAVE. From what I overheard on a nearby Spoornet employees radio, there was something amiss with one of the scheduled locomotives, a Class 34 diesel. Having eventually been supplied with a train to board, we then waited patiently and eventually pulled out almost exactly an hour late. This, on a mainline passenger train that only runs once a week is reprehensible.

Notwithstanding, the train was fairly full to start with, and rapidly gained passengers in all classes along the way. I was surprised at how low the speed restrictions on much of the line are, but considering the curvature and overall bad state of the track, it is no wonder we did mostly around 40km/h. One good thing was that the steam heating system worked and quickly got the coupe a bit too warm if one didn't open a window to look out for a while. Locomotives where class 34 diesels of Co-Co arrangement, which did not seem to be struggling with the consist. The consist was, from locos to rear:

• 5 first class sleepers, each consisting of 6 compartments (sleep 4) and 2 coupe's (sleep 2), a shower and 2 toilets.
• The catering coach, carrying a kitchen and a small lounge area.
• A whole bunch of 2nd class sleepers (I didn't count them) each having 6 compartments sleeping 6 and 2 coupe's sleeping 3.
• Balance in 3rd class seating only coaches, though some compartmented coaches appeared to be used for 3rd class tickets
• A baggage van

The coaches were a good mix of blue and grey Interpax, (hideous) Spoornet orange and blue/grey unmarked. Some were seriously scuffed, having lost most of their top layer of paint. Real shabby.

Arrival in George, our destination though the Southern Cross continues on to Cape Town, was still a full hour late, and given the recent snow falls in that area, bitterly cold. Fortunatly, a taxi had been arranged for us and was still waiting after an hour, at no extra charge (thanks Hennie, when in George fone 741111 and ask for code 185 to pick you up, any time, anywhere). Our rondavel was even colder, having been shut up all day, but that's another story......

This is just a fortaste of things to come. I have 6 rolls of film to process, and much comment to make, in the light of which my editorial below will become even more compelling.

Editorial

This page is to satisfy my need to try to do something about the preservation of rail activity in South Africa. This preservation includes not only special steam operations which are disappearing, but also the preservation of normal daily rail operations, which are also fast disappearing, especially on branchlines. It seems to me that the rail authority does not have a vision of running a train service that serves the needs of the country as a high speed bulk carrier, but instead is comfortable in the unchallenging world of government ensured retirement packages!

I believe firmly that cutting branchlines is not the correct way to cut costs and improve the profit margin. Indeed, I believe that an aggressive expansion policy that seeks to win new business on every day of the year is required instead, so as to keep the existing personnel employed and to create the new jobs that are required in this country before peace can become a reality.

My proposed solution to the 'cost' of running marginal branchlines is to privatise them, either singly or in bunches. This will bring in new management methods and entrepeneurial spirit to regions where it is sadly lacking and provide healthy competition to the trucking and taxi organizations. Noting that it is essential to have operating branchlines in order to generate high levels of mainline traffic, both in goods and passenger services, means that a more cost effective way of providing low level passenger service than tacking coaches onto infrequent goods trains is required. To this end I propose the design and construction of bogie/genset units that can easily be fitted to existing passenger coach stock to provide tractive power similar to the USA's now extinct(?) 'doodlebug'. These units need to be capable of about 80km/h while pulling one or two other coaches in a mix of 2nd and 3rd class. Space could be provided in the traction coach for goods items up to the size of a bicycle (I'd love to be able to take the family to the coast for the day, using bicycles while there for free and easy transport). A prime target for conversion are recently decommisioned EMU sets, where the electrical gear and motors are already fitted.

Suggestions of practical alternatives will be appreciated, simple disagreement will be ignored (-:

As things are added I will add them here as a direct link. This list will be limited to 5 or 6 of the most recent stuff and each one will be dated as seen below.

• The Banana Express :Alfred County Railway, Monday, October 14, 1996
• Locomotive Register: Class 35 Diesel Electric Saturday, October 12, 1996
• Steam Scapes Limited-Edition reproductions of a selection of six previously unpublished paintings of steam locomotives, featuring the classic South African Railways classes, are now available for the first and only time.
• Steam in July 1996, George-Knysna, The Great George Holiday, Sept 02, 1996, more pix Sept 21, 1996, more Tuesday, Oct 08, 1996
• More Narrow Gauge pix added, Saturday, Sept 21, 1996
• Union Limited, revived web page Thursday, August 01, 1996
• The official Spoornet web page! Thursday, August 01, 1996
• Magaliesberg Weekender - Friends of the Rail steam excursion in October 96, Wednesday, July 03, 1996
• Loading Gauges: Comparison Friday, June 28, 1996

Mail me at [email protected]

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Last updated Saturday, October 19, 1996 - 3:52:44 PM

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