By: Kelvin Kemm
23rd November 2007
I am pleased to see that the digging has begun.
Also in the last few days, in London, Queen Elizabeth officially opened St Pancras station as the new hub of the extended Channel Tunnel train. One can now take a taxi from a London hotel to St Pancras station, then travel to Paris by train, under the English Channel, and then take another taxi to a Paris hotel.
So, although trains have been around for a while, they certainly are not out of date. In fact, the first recorded use of rail transport was circa 500 BC, when ancient Greeks operated a rail system to carry boats across the approximate route of the current Corinth canal. They probably used horses or humans as the power source.
Modern railways developed from wooden mine railways, on which wagons were pushed by hand or pulled by horse. The first recorded were in Germany, about 1430. The first use of iron rails was on the Coalbrookdale–Horsehay railway, in England, in 1767.
By 1804, Richard Trevithick, of England, had built the first steam locomotive and it ran on the Peny-Darren ironworks railway. In 1830, in England, the world’s first regular steam railway passenger service was inaugurated by Canterbury & Whitstable Railway.
In 1860, South Africa’s first steam train ran from central Durban to the Point, in the harbour area. The large Durban station that was built years later is still visible, in that its main building is preserved as a national monument.
I travelled by train from that station often. Next time any reader goes near that old station building, he or she should have a look at the roof – it is very steep, and was built that way so that snow would not build up on the roof and cause a collapse. The architects were Canadian!
Three years after the Durban train, in 1863, the world’s first underground railway line opened in London. They must have been courageous engineers to take steam locos underground. Anyway, in the same year, the Cape Town–Wellington rail line was completed.
There were other South African innovations and, in the Eastern Cape, a crippled signalperson trained a baboon named Jack to operate the signal system, which he did most days. Part of Jack’s wages included two glasses of brandy over the weekend.
In 1890, the first railway on the burgeoning Witwatersrand goldfields, known as the Rand Tram, ran from Boksburg to Randfontein. It was called ‘tram’ to try not to threaten the many horse-drawn tram operators, who felt very edgy about the new steam machines.
By 1892, only seven years before the Boer War started, the line between Cape Town and Johannesburg was opened to traffic. There certainly was no such long line in England at the time – that was one huge South African achievement.
At the same time, the line from Beira, in Mozambique, to Zimbabwe was being built, but the death rate from malaria was staggering. In 1892, and also again in 1893, 60% of the workers died each year, mainly from malaria, but some were eaten by wild animals. It was much easier to build the London–Liverpool line.
The guys worked on rail like crazy in those days and, at the same time that the Beira line was being built in 1893, the railway line from Maputo, in Mozambique, crossed the Transvaal border into South Africa. Transvaal President Paul Kruger later used this line a great deal to bypass the British forces.
As the Boer War broke out in 1899, Charles Brown, of the company Brown Boveri, in Switzerland, built the first ac electric locomotive. In 1925, the first South African electric locomotives came on line, while we were also running some of the biggest steam loco- motives in the world, pulling some of the biggest trains.
Worldwide, the train business continued to develop and South Africa now has some of the best railway engineers in the world, guys as straight as a rail, and as tough as . . . well, rail nails.
South Africa now runs the world’s largest and heaviest train on the 860-km Sishen–Saldanha line. In 1989, it set a world record when it comprised 660 wagons plus tank and caboose and 16 locomotives. It was 7,3 km long.
I made a TV movie on this train and recall that the locos would start moving and, quite some time later, the caboose at the end would move because of all the slack in the coupling, that had to be taken up.
It also had radar-controlled brakes. The radar watched the sleepers – the idea was that all the locos and trucks had to brake at the same time. You could not have the front stopping before the back, with 69 393 t rolling along.
I can’t wait to travel on the Gautrain, so maybe Jack van der Merwe, of the Gautrain, should offer free soccer tickets to any crew that finishes ahead of schedule.
Edited by: Martin Zhuwakinyu