Episode 291 - The Miracle of South Africa’s Railways: Navvies, Gangers and Granny Mavis
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Welcome back to the History of South Africa podcast with me your host, Des Latham. This is episode 291, The miracle of South Africa’s railway engineering and a little bit of commentary thrown into the mix. This episode is part history, party histrionic.
Play sound - old steam train
Yes, it’s the instantly recognizable sound of a steam train which I have traveled in around the world. First trip, pre-school from Nkwalini station to Empangeni where one of the main sugar mills of Zululand could be found. My grandmother Mavis Alport was the chaperon as young Desmond and brother Gary clambered aboard the snorting beast, a visceral experience.
Exciting stuff, this steam-train business — except for the small matter of my eyes, which had been staring rapturously out of the window towards the engine, drinking in all that romance of steam trains. What everybody who has actually ridden behind a coal-fired boiler already knows, is that romance travels with shrapnel. Tiny incandescent shards of burnt coal, riding the slipstream like malevolent little embers with a grudge, aimed directly at my cornea.
Granny Mavis warned me, of course. But I was a farm boy possessed of that particular strain of confidence found only in the terminally under-informed, and so I ignored her, leaned further out, and gave the shrapnel a bigger target.
Moving goods around a country is not only about commerce, it is about strategy, and often, military strategy. The key to being able to get your soldiers and machines from A to B quickly is being able to exploit the railways. Even now, Russia and Ukraine rely on railways to move their tanks and arms. During the Second world War, when a track was blown up, often the engineers could repair the broken section within a day or two. Everything about locomotives is about speed, and always has been.
In South Africa commerce relies on aviation and trucking companies to move things around, but that’s only because our railways are somewhat shoddy and have degenerated because keeping them going requires maintenance, and that’s not something that most contemporary politicians have as a skill set.
And so the cycle turns, gloriously, predictably. Why replace a sleeper when you can convene a task team to explore the sleeper question, with international best-practice benchmarking, naturally, at a five-star conference venue?
Maintenance is a thankless art. Nobody erects a plaque to the man who tightened a bolt in 1899 and thereby prevented a derailment in 2024. As you’ll hear later, the gangers and navvies are a distant memory on our dusty veld.
The 19th century's rolling stock revolutionised South Africa, shrinking the country where trips of weeks and months turned into days and even hours.
After the line reached Kimberley in1885, and the celebrations subsided, the Cape Government was under pressure by capitalists like Cecil John Rhodes to extend it beyond the Cape and into the Orange Free State, on to the Transvaal and from Natal inland. Once established a Southern African customs union could follow as a way to maximise free trade. However, some in the Cape were not entirely sold on that idea.
The Afrikaner Bond for example was initially skittish. Bond members were mainly farmers who regarded a vast matrix of tracks across the territory as a possible increased risk as competitors from further afield could access Cape markets.
Nevertheless, the surveyor's maps had been drawn up. One ambitious plan was to extend the Midland Line—which already connected Port Alfred and Port Elizabeth to Grahamstown—even deeper into the interior. That extension was duly completed when it met the Western Line at De Aar.
And this is where there was a problem. It involved that old bugbear of trade - something called tariffs - and that other fetter of growth, nationalism. Each of these colonies and fledgling Republics collected customs duties at points of entry and if there was a free trade area, they’d lose that income.
Play sound - old steam train
Yes, it’s the instantly recognizable sound of a steam train which I have traveled in around the world. First trip, pre-school from Nkwalini station to Empangeni where one of the main sugar mills of Zululand could be found. My grandmother Mavis Alport was the chaperon as young Desmond and brother Gary clambered aboard the snorting beast, a visceral experience.
Exciting stuff, this steam-train business — except for the small matter of my eyes, which had been staring rapturously out of the window towards the engine, drinking in all that romance of steam trains. What everybody who has actually ridden behind a coal-fired boiler already knows, is that romance travels with shrapnel. Tiny incandescent shards of burnt coal, riding the slipstream like malevolent little embers with a grudge, aimed directly at my cornea.
Granny Mavis warned me, of course. But I was a farm boy possessed of that particular strain of confidence found only in the terminally under-informed, and so I ignored her, leaned further out, and gave the shrapnel a bigger target.
Moving goods around a country is not only about commerce, it is about strategy, and often, military strategy. The key to being able to get your soldiers and machines from A to B quickly is being able to exploit the railways. Even now, Russia and Ukraine rely on railways to move their tanks and arms. During the Second world War, when a track was blown up, often the engineers could repair the broken section within a day or two. Everything about locomotives is about speed, and always has been.
In South Africa commerce relies on aviation and trucking companies to move things around, but that’s only because our railways are somewhat shoddy and have degenerated because keeping them going requires maintenance, and that’s not something that most contemporary politicians have as a skill set.
And so the cycle turns, gloriously, predictably. Why replace a sleeper when you can convene a task team to explore the sleeper question, with international best-practice benchmarking, naturally, at a five-star conference venue?
Maintenance is a thankless art. Nobody erects a plaque to the man who tightened a bolt in 1899 and thereby prevented a derailment in 2024. As you’ll hear later, the gangers and navvies are a distant memory on our dusty veld.
The 19th century's rolling stock revolutionised South Africa, shrinking the country where trips of weeks and months turned into days and even hours.
After the line reached Kimberley in1885, and the celebrations subsided, the Cape Government was under pressure by capitalists like Cecil John Rhodes to extend it beyond the Cape and into the Orange Free State, on to the Transvaal and from Natal inland. Once established a Southern African customs union could follow as a way to maximise free trade. However, some in the Cape were not entirely sold on that idea.
The Afrikaner Bond for example was initially skittish. Bond members were mainly farmers who regarded a vast matrix of tracks across the territory as a possible increased risk as competitors from further afield could access Cape markets.
Nevertheless, the surveyor's maps had been drawn up. One ambitious plan was to extend the Midland Line—which already connected Port Alfred and Port Elizabeth to Grahamstown—even deeper into the interior. That extension was duly completed when it met the Western Line at De Aar.
And this is where there was a problem. It involved that old bugbear of trade - something called tariffs - and that other fetter of growth, nationalism. Each of these colonies and fledgling Republics collected customs duties at points of entry and if there was a free trade area, they’d lose that income.
