Part 8 - Bethlehem to Modderpoort

STARS OF BETHLEHEM

By Michael Carter

Welcome to my chapter chronicling the history and operations of the branch line from Bethlehem to Modderpoort, in the Eastern Free State. Think of this chapter as a time machine that takes us back to those golden years of steam in South Africa! Let the journey begin....

THE OPENING OF THE MODDERPOORT - BETHLEHEM RAILWAY.

OPENED FOR TRAFFIC 2ND JULY, 1907

The first public function performed by Sir Hamilton John Goold-Adams after his investiture as Governor of Orange River Colony was the opening of the Modderpoort - Bethlehem line.

The event was celebrated royally. Ficksburg was en fete, and with the townspeople, representatives from the districts and visitors from all parts of the Colony, there must have been nearly 15,000 people assembled at the Station to witness the arrival of the first official train. There were also present between 2,000 and 3,000 natives, most of them from the Basutoland side of the Caledon River.

A special train left Bloemfontein on July 2nd containing the Governor, Major Cox, A.D.C., and Mr. Shaw, private secretary, Mr. W.W. Hoy, Mr. Wall, Mr. Whitehouse, Mr. Meiring and others, together with the band of the Argyle and Sutherland Highlanders.

The engine gaily decorated with flags, made a quick run to Ficksburg where the ceremony took place. There was no kitchen car on the special, but Mr. Hoy courteously provided breakfast.

The Governor’s saloon was left at Schuttes Draai, while the remainder of the train went on. The first portion of the train arrived at Ficksburg at 1.30 p.m.; the Governor’s saloon arriving 25 minutes later. The weather, unfortunately, was dull, and during the ceremony a slight shower fell.

The platform was decorated with an arch of evergreens with the word “Welcome” in Dutch and English.

On the platform waiting the arrival of the Governor were many prominent people, and as he alighted, the band played the National Anthem, the crowd cheering most heartily. The Governor then adjusted the last bolt and the train passed through the arch, smashing a bottle of champagne and exploding numerous fog signals.

The Mayor, on behalf of the townspeople, after addresses had been presented to the Governor, then thanked him for the honour conferred upon them by his presence, and said the opening of this line meant much to the district through which the Railway passed.

The Governor, in responding to the warm words of welcome, said how sorry he was he had been unable to visit that district as often as he would have liked, and thanked them for the congratulatory messages that had been sent him on his appointment as Governor of the Colony. Great stress was laid upon the importance of being in touch with the port of Durban, also with Kroonstad, Bethlehem and Johannesburg markets, and before long the District would also be in touch with the Kimberley markets. The Railway, said His Excellency, will not only be a benefit to the Eastern portion of the Colony, but will be of equal benefit to the other portions of the Colony, especially the capital. By the instalment of the train service, Bloemfontein will be in direct touch with Durban.

Sir Hamilton Goold-Adams traced the history of the Modderpoort - Bethlehem line, which was originally proposed by the late Free State Government, and said that when the Crown Government came into being this was one of the first routes it was decided to build.

In conclusion, His Excellency expressed the fervent hope that the Railway would prove of the greatest benefit to Ficksburg and the whole of the Colony. He then declared the line open for traffic amid loud and prolonged cheers. 

A Banquet was held in the evening, and on Wednesday evening a ball took place. The new line is 140 miles long. It was constructed at a cost of about half a million, and is built to the standard gauge of South Africa. The finish was delayed owing to the wet season for a considerable time.

The line, after leaving Modderpoort, traverses the Brandwater Basin and proceeds through Clocolan to Ficksburg, thence through Commando Nek and General’s Nek along the Wittenbergen, through Steynsburg on to Fouriesburg, then through Retief’s Nek across the Brandwater to Slabbert’s Nek.

The country through which the line is laid is beautiful and may justly be termed the Switzerland of the Orange River Colony. The picture transports the spectator may-be to by-gone days with their youth and happiness. One naturally likes pretty scenery and any one wishing to visit Durban or Natal cannot do better than go via Modderpoort and Bethlehem for the pleasurable and homelike country one passes through cannot fail to bring back, in many instances, memories of long ago. Even in doubtful weather an excursion by rail through this district offers so much interest and enjoyment that any visitor to the Colony should not fail to include this journey in his itinerary.

The line has furnished a much-felt want, as it opens up a new district besides bringing Natal into more direct touch with Cape Colony and the southern parts of the Orange River Colony.

(Credit: South African Railway Magazine, August 1907, pp. 384-386).

NOTES ON MODDERPOORT

History

This extension formed part of the Free State Government’s proposed direct route from Bloemfontein to Natal, via Ficksburg and Harrismith, the construction of which had already commenced between Bloemfontein and Modderpoort, and Harrismith and Bethlehem, before the war. The importance of this so-called “Grain Line” was also fully recognised by the delegates to the C.S.A.R. Extension Conference, held in March, 1903, for the purpose of selecting the lines to be constructed out of the £5,000,000 available for railways from the development loan. The construction of the portions Bloemfontein to Modderpoort, and Harrismith to Bethlehem, was authorised by that Conference, and the connecting link, Modderpoort to Bethlehem, was, with four others, placed upon the list of those lines regarded as being very urgently required, but, the funds available being insufficient; the Conference recommended that every effort should be used to procure their construction by private enterprise. Two years later, in March, 1905, the Natal Government entered into an agreement with the Commissioner of Railways of the Transvaal and Orange River Colony, to construct and equip, at their own expense, a line from Bethlehem to Kroonstad, with the subsidiary condition that the C.S.A.R. should at the same time commence the construction of the Modderpoort - Bethlehem extension; the Natal Government further agreed to provide, if required, £150,000 by way of loan, towards the cost of the latter construction. 

This agreement having been duly ratified by the Legislatures concerned, the C.S.A.R. entered into a contract with Mr. W.S. Royce, a well-known South African Railway Contractor, for the construction of earthworks and masonry, and for platelaying, ballasting, and erection of bridges. This contract represents a payment to Contractor of close on £200,000 and is the most important construction contract yet entered into by the C.S.A.R. It was signed on the 11th September, 1905, and the date fixed, under heavy penalty, for its completion is the 15th December, 1906. Work was actually commenced by the Contractor towards the end of October,1905, and the excellent progress made to date justifies the hope that this new connection will be available for public traffic from the beginning of the New Year.

Route

The original survey of the line was made in 1896 by the Engineers of the Free State. Being run to give a 1 in 65 grade, an additional distance was developed, some 8 miles longer than the final survey. Both surveys adopted the same general route through the heart of the Conquered Territory. For the first 70 miles out of Modderpoort, the line runs close to the Caledon River, which at this point is the border of Basutoland; at 40 miles it passes through the town of Ficksburg, thence through Commando and General’s Neks - both interesting spots in old Free State history - it drops into the Brandwater Basin, a district popularly described as “The Granary of South Africa”. Fouriesburg station - six miles to the west of the township - is at 72 miles, and the line then turning away from the Caledon River, and following the basin of the Brandwater, gradually rises up to Retief’s Nek at 88 miles. From this Nek, which is 6,000 feet above sea level, and the highest point touched on the line, the line drops steadily into the terminus at Bethlehem, 104 miles from Modderpoort, and 188 from Bloemfontein.

This route, throughout its entire length, affords a variety of interest, not only to the railway man, but to the tourist in search of South African beauty spots. In the words of a current N.G.R. poster, “scenes of the most picturesque and historical interest may be noted on the way.” The country traversed is of an exceedingly broken and rugged nature, the line passing close to the foot of long ranges of mountains, whose white perpendicular sandstone faces stand out in bold relief. From various points along the route magnificent views are obtained of the Maluti Mountains of Basutoland - occasionally snow-clad, and always presenting a grand and impressive spectacle. Probably more important than its scenery, from a traffic point of view, is the remarkable fertility of the district served by the line, the giving of market facilities to the farmers along the line for the large quantities of grain produced, being perhaps the most ostensible object of the extension.

Construction

A few technical details of the engineering features of this work may be of interest. The total cost is estimated at £533,000, exclusive of rolling stock - a rate per mile of £5,125, and a moderate cost considering the class of country traversed.

Curvature

Of the whole length of 104 miles, 42 miles are on curve, the sharpest being 11° (521 feet radius). Of the total curve length, 13 miles are on curves from 8° to 11°; 21 miles on curves from 4° to 8°, and 8 miles are on curves easier than 4°. At ends of curves sharper than 5°, standard easement curves, according to Crandall’s system of transition, are introduced. By this method - a development of the Holbrook spiral - a constant transitional length of 150 feet is adopted for all curves, the radius of curvature on this length decreasing gradually from infinity at the transitional tangent to the radius of the curve proper at circular tangent.

Grades

In the final survey the maximum grade of 1 in 50 was adopted, and it is remarkable how well it fits the general lie of the country. The difference in height above sea level between Modderpoort and Bethlehem is only 130 feet, but the section shows a total rise and fall between the points of no less than 3,510 feet. Fifty-six miles out of the 104 are on maximum grade; 20 miles are on grades varying from 1 in 50 to 1 in 100; 10 miles are on grades easier than 1 in 100, and 18 miles are on the level. Compensation for curve resistance is provided on the maximum grade, on the C.S.A.R. standard of .05% per degree of curvature - a more ample provision than is usual in current practice.

Earthwork

Earthwork is extremely heavy on portions of the line, and particularly so on the Mill Spruit section near Ficksburg. The average excavation per mile is 8,000 cubic yards. Banks and cuttings are made to uniform width of 14 feet, cuttings being made of greater width wherever material is required to complete embankments. 

It may be noted that this is the first large earthwork contract let by the C.S.A.R. without the usual allowances for classification of material and lead of spoil - payment being made at the through rate of 1s. 6d. Per cubic yard for excavation only, with spoil lead any distance required up to one mile without increase of rate.

Bridges

The number of dongas crossed and the generally precipitous side slopes drained, require a large number of water openings, which average five openings, or 200 square feet of opening per mile. Only four major bridges, however, are required. The Brandwater is crossed twice - with one 75 feet and one 100 feet span. Moperi Spruit requires a 75 feet span, with masonry abutments 48 feet high. The largest bridge on the line is that at Mill Spruit - one 100 feet and one 50 feet span - with formation 60 feet above river bed. To save masonry, one abutment has been made a pier abutment, the toe of bank slope being protected with a dry-stone wall.

An excellent sandstone, good sand and water, are available in close proximity to the work from one end of the line to the other.

A considerable saving in the cost of masonry has been affected by the use of two or three feet diameter reinforced Monier concrete pipes, with masonry facewalls.

The price of masonry figures in the schedule at 32s. 6d. Per cubic yard, the Department supplying cement only at depots.

The average cost of masonry per mile is £750.

The superstructures used are the old spans replaced on the O.R.C. main line by the heavier steelwork required for 10th and 11th class engines. The road, therefore, is at present designed to carry engines of 7th and lighter classes only.

Permanent Way 

The track is laid throughout with 60 lbs. Z.A.S.M. rails, with soleplates on hardwood sleepers, and we note, in passing, that this is the last line to be laid with the Z.A.S.M. rail, all new material being ordered to the English standard adopted by the Institution of Civil Engineers. The virtue of the Z.A.S.M. type of permanent way lay in the excellent bed on the sleeper afforded by the soleplate and coach screw fastening, and in its extreme lateral flexibility for laying on sharp curves. The latter quality also brought with it the disadvantage of liability to buckle in track, unless thoroughly packed in with a full supply of ballast. During construction on a hot day, an unballasted Z.A.S.M. track, with fishbolts moderately tightened, will invariably buckle laterally in a series of corkscrew curves, before taking up longitudinally the expansion provided.

Ballast, under the contract, is provided of 1st and 2nd class qualities. The former, consisting of hard broken whinstone or sandstone, is laid in all cuttings, and on banks under two feet in depth; 2nd class ballast consisting of disintegrated whinstone, is laid on all banks over two feet. This principle has been adopted on all new lines, owing to the ballasting following closely after earthwork construction, and the subsequent loss of ballast in the subsidence during wet weather of green banks. It anticipates a reballasting with 1st class material later by Maintenance, when banks have taken their full subsidence.

The contract rate for 1st class ballast is £350, and for 2nd class, £280 per mile, Contractor paying hire for all rolling stock required.

Equipment

Third - class stations and goods sheds, in wood and iron, are being provided to serve Clocolan, at 18 miles; at Ficksburg, 40 miles; and at Fouriesburg, 72 miles; with passing loops at, approximately, every intermediate 10 miles.

Watering facilities are laid down at 20 mile intervals, good supplies being obtained for the most part, from 6-inch boreholes located within station yards. The country is well watered, and no difficulty exists in obtaining good underground supplies where required.

All quarters are erected in stone to the usual standard types. Platelayers’ quarters are fixed in the centre of their six mile lengths.

No signals are being erected until the increase of traffic requires them.

The line is to be fenced with the new C.S.A.R. standard type of fencing, four plain wires and two barbed, with rail post strainers and Lochrin patent steel standards, spaced at five feet six inch centres.

Supervision

To give the heavy work entailed in this construction an adequate supervision, the length of 104 miles was divided into two construction divisions - one Divisional Engineer and Staff being stationed with headquarters at Modderpoort, and the other at Bethlehem. The staff allotted each division consists of one 1st Assistant Engineer, one 2nd Assistant Engineer, one Leveller, one Draughtsman, one Clerk, one Accountant, and one Storekeeper - this being the usual organization of a C.S.A.R. Construction Division.

Conclusion

This concludes an imperfect description of what is undoubtedly, from an engineering point of view, at once the most difficult and the most interesting line undertaken in either of the new colonies since the war. And while these details of construction will interest only the few, there is an outstanding feature of this extension which must possess a permanent interest for the many. The agreement, of which the construction of this line forms a part, is, we believe, the first instance on record of the Government of one British colony entering into the territory of another British colony, and not only providing the necessary funds, but actually constructing and working portion of the lines for the mutual interests of both colonies concerned. Surely we have here a fact worth noting in the pages of a magazine designed to express the sentiments and opinions of the members of all the South African Railway Administrations.

May we not claim for once, Mr Editor, that while, in the ordinary path of duty, we are constructing more or less excellent inter-colonial railroad track, we are at the same time constructing most excellent inter-colonial history? May we not at this time venture the hope that by the agency of the great network of inter-State railways gradually creeping over South Africa, not only the various Railway Administrations, but the great colonies themselves, may ere long be united in bonds more indissoluble yet, than our own bonds of railroad steel?

(Credit: South African Railway Magazine, October 1906,  p.p. 93-97).