![]() There is a tendency to think that steam power should have been made redundant as quickly as possible, as was the case in Britain, when within the space of 10 years (1958 to 1968) all the steam locomotives were sent to the scrapheap to be replaced by (“dodgey”) diesels at great expense to the tax payer. He was also a keen supporter of the internal combustion engine and advised that instead of the added expense of taking branch lines further into the country districts, there should be instead provision made for rail heads to be served by lorries and buses that could fan out to the surrounding “dorps” (small towns). In 1916 Steam power was still the dominant force in railway operations around the world and it had no immediate rival, but as early as 1912 Hoy, who was a forward thinker, was aware of the long term possibilities of electric traction, however it would take him another 10 years before he could put his ideas into practice. The SAR would go forward under the able administration of its General Manager, William Hoy (ex CGR). When the Union of South Africa was formed on the preceding colonial railways were amalgamated to become the South African Railways (SAR), however the merger of the constituents namely the Cape Government, Railways, the Natal Government Railways and the Central South African Railways, would not happen “over night” and it would take until 1916 for full unification. Of all the external pressures applied to the Nationalist government the most effective and damaging was the Oil embargo, as it proved to be the one that they could not easily counter. ![]() Apartheid (since 1948) had brought forth condemnation from the rest of the world, which prompted external boycotts, embargos and sanctions, which were applied increasingly to try and change the status quo and bring about a peaceful transition to create a just multi-racial society, which thankfully happened in 1994. South Africa was blessed with a treasure trove of natural resources, but the one that mattered most it did not have, Oil (the “Achilles heel"). The reason for the longevity of the steam engine in South Africa is due to politics and economics. ![]() Outeniqua Choo Tjoe crossing the Kaaiman’s River bridge (Peter Ball) Its closure was a great set back, let us hope that one day it will re-open again. The branch was the showpiece for the Transnet Heritage Foundation and it was run on similar lines to a “Preservation Line” in the UK and it was often referred to as “the world in one branch line”. Alas Mother Nature intervened, when a land slip, after torrential rain between the 1st & 3rd August 2006 (300mm), closed indefinitely the 42 mile (67km) long branch line from George to Knysna, on which the steam hauled “Outeniqua Choo Tjoe” ran. In fact it was seriously considered to make a “Reserve” for steam engines along the Garden Route, in the province of the Western Cape, centred on the city of George, where a Steam Museum resides. Steam engines have an enduring appeal to railway enthusiasts (buffs & gricers will also do) as they seem to live and breathe just like a wild animal. South Africa was one of the last bastions for steam locomotives and they attracted many tourists from across the globe to travel on our trains or watch them go by, camera at the ready.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |