Nongqai Vol 10 No 4 (A) 2

Home , Cape Government Railways, First Boer War, Lohatla, Pioneer Column, Second Boer War

NONGQAI VOLUME 10 NO 4A (1) Anglo Boer War to 1914 SA Rebellion Table of Contents

AROURED TRAINS: SOUTH AFRICA ...... 11

South Africa: Armoured and special trains used in South Africa by Boer, Brit and later the Union Defence Force, SA Defence Force, SA Railway Police and SA Police Service ...... 11

Introduction: What is an armoured train?...... 11

We fought the Miles: SA Railways and Harbours ...... 12

1899 – 1902: Railway Map: Anglo Boer War ...... 13

A Rhodesian Railways map ...... 14

INTRODUCTION: SOUTH AFRICAN TROOP TRAINS OF THE PAST ...... 14

• 1899-1902 ...... 21

ZAR (TRANSVAAL) ...... 25

ORANJE VRIJSTAAT ...... 25 2

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1895: NEDELANDSCHE ZUID-AFRIKAANSCHE SPOORWEG-MAATSKAPPIJ ...... 25

• Boer Armoured Trains ...... 25

• Boer Ambulance trains ...... 27

• Boer Transport Trains ...... 28

• NZASM Troop Train and Pres. Kruger’s Saloon ...... 30

• British POW’s arriving at Pretoria ...... 30

PRETORIA PIETERSBURG RAILWAY (PPR) | PRETORIA PIETERSBURG SPOORWEG (PPS) ...... 31

EARLY PIETERSBURG: COMPILED BY STAN KANTOR ...... 31

• Postal Services ...... 33

VARIOUS ENCOUNTERS AND BATTLES ...... 35

• Encounter at Groenvlei (Hartbeeslaagte) 10th August 1901 ...... 35

l. “Treinvernieller” ...... 37

Described by General Ben Viljoen ...... 37

Described by Gustav Preller ...... 38

Described by Egbert Weeber ...... 38

Short notes on Armoured Trains ...... 39

Principal Duties of Armoured Trains ...... 39

The Garrison of Armoured Trains ...... 39

Composition of a typical Armoured Train seen from front to rear ...... 40

II. The train incident at Tobias Spruit Thursday, 4 July 1901 ...... 40

The Situation on the Pietersburg - Pretoria Railway Line end of June 1901...... 40

The location of this action and the direction of the train ...... 40

The Escort of the Train ...... 41

The Boer Attack ...... 41

lll. The train incident at Hartbeeslaagte Saturday, 10 August 1901 ...... 42

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General ...... 42

The Location of this Action ...... 42

The Boer Force ...... 42

Night of the 9th August 1901 ...... 43

The Boers Deployed - Positions ...... 43

Train Movements on the Pretoria - Pietersburg Line ...... 44

Three Trains Allowed to Pass ...... 44

Train No.1 ...... 44

Train No. 2 ...... 44

Train No.3 ...... 44

Train No.4: The Action...... 44

The day after the action ...... 45

Note ...... 45

The Death of Frans Smit ...... 45

The Death of Carl Cremer ...... 45

Egbert J Weeber's Escape ...... 46

A Sequel to this Story ...... 46

lV. The train incident near Ganger's Cottage (472) Saturday, 31 August 1901 ...... 46

The General Situation ...... 46

Captain Oliver John "Jack" Hindon Described ...... 47

The Location of This Action ...... 47

Descriptions of the site from various sources: ...... 47

The Time ...... 48

The Train ...... 48

The Escort ...... 48

The Boer Force ...... 48

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Awaiting the arrival of the Train (No 4) ...... 48

The Action ...... 49

Boer Losses ...... 50

The Story of Nurse Page's Wounding ...... 50

Wilson's account is therefore then reproduced here: ...... 50

Train-Wrecking Criticised by the British & Complaints Regarding the Taking of the Amount of Money as Well as Women's Luggage on the 31st ...... 51

Lord Kitchener’s criticism ...... 51

Reaction on Kitchener's complaints regarding the money taken from the safe on the 31st as well as the taking of women's luggage and the wounding of Nurse Page ...... 51

The Boers Pursued ...... 52

Some illustrations relevant to the above article ...... 52

ORANJE VRIJSTAAT SPOORWEG (OVSS) ...... 54

• Roodewal: OFS: Sketches by Capt S St Leger ...... 56

THE ANGLO BOER WAR: THE GUERRILLA PHASE ...... 57

• Train wrecked by Boers ...... 58

• 1900-02-25: Boer POW’s from Paardeberg ...... 58

NATAL GOVERNMENT RAILWAYS ...... 59

Princess Christian Hospital Train: (The late) Ray Ellis (Australia) ...... 64

NGR: Anglo-Boer War: WSL Churchill & HMAT ...... 69

• After 40 years’ service – Retirement at 65 ...... 69

• Elandslaagte during the Boer Occupation ...... 71

IMPERIAL MILITARY RAILWAYS ...... 72

• Imperial Military Railways ...... 73

• Grave: IMR Fireman Arthur E Frees and IMR Guard Thomas Ingoldsby ...... 73

• Grave: IMR Engine Driver Harry Wright ...... 74

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• CSAR – ex NZASM Coach ...... 74

• Anglo-Boer War: IMR Locomotive...... 75

CENTRAL SOUTH AFRICAN RAILWAYS ...... 75

• Leith Paxton: No 438 CSAR “Joseph Chamberlain” ...... 76

CAPE GOVERNMENT RAILWAYS ...... 78

• Armoured Train: “Semper Fidelis” ...... 79

• CGR: Troop Train ...... 81

1899 – 1902: RAILWAYS: ANGLO-BOER WAR: N MOOLMAN ...... 82

• The Bucket / Die Emmer ...... 82

• NZASM No 16 ...... 83

• Damaged Armoured Train ...... 83

• Somewhere in the Cape ...... 84

• Another armoured truck with a bucket ...... 85

• NZASM Loco’s and Ambulance Train ...... 85

• ‘Kimberley se Trein’ ...... 86

• British Armoured locomotive ...... 86

• Locomotive: “Stormberg”? Cape Town Harbour ...... 87

• Somewhere in the Old Transvaal (ZAR) ...... 87

ARMOURED TRAINS ...... 88

RHODESIA ...... 89

RAILWAYS: CONCENTRATION CAMPS...... 89

• 1902: Doornbult Konsentrasiekamp: Oranjerivierstasie ...... 89

• War’s End: “Bring my terug na die Ou Transvaal” (HBH) ...... 90

SA CONSTABULARY COACH ...... 91

South African Constabulary [SAC]: Reserved Saloon: Brig Hennie Heymans ...... 91

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• The beginning of the Search ...... 91

• Comment by HBH ...... 92

• Further Investigation ...... 92

• Visit to Gilwell Estate at Florida on the West Rand ...... 94

• Description ...... 95

• Plate “A” ...... 95

• Oval Plate “B” ...... 95

• The (new) S. A. Railways / Central South African Railways Re-Numbering List ...... 97

• National Monument ...... 97

Photographs by WO Boet Meintjes (SAP Ret): Gilwell Estate: West Rand ...... 98

• Map of Gilwell Estate with Location of Coach ...... 98

• Maker’s plate ...... 99

• Photo of Plate “A” ...... 99

• No photo of Plate “B” ...... 99

• Interior of Coach ...... 99

• Exterior photographs ...... 100

Diagram of the South African Constabulary Coach: Leith Paxton ...... 101

SERVICE ABOARD AN ARMOURED TRAIN ...... 102

• Service in the South African Constabulary (S.A.C.) ...... 102

• Blockhouse Duties ...... 103

1903: THE BEGINNING OF A RAILWAYS POLICE FOR TRANSVAAL & ORANGE RIVER COLONY ...... 104

1906 BAMBATHA REBELLION: COLONY OF NATAL ...... 106

1910: SAREC: PRETORIA – RUSTENBURG ...... 107

THE DEMISE OF THE ARMOURED TRAIN AND OTHER SPECIAL TRAINS ...... 109

WORLD FAMOUS WHITE TRAIN ...... 110 7

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1910: THE STRATEGIC SITUATION: UNION OF SOUTH AFRICA: PART OF BRITISH EMPIRE ...... 111

The New Coat of Arms ...... 111

The Union Flag ...... 111

• 1913 Miner’s Strike ...... 112

• 1914: World War 1 ...... 113

• 1914: The role of the SAR in support of the SA Police in Natal ...... 113

• 1914: German Internees ...... 113

• 1914: SAR and Industrial Strike ...... 114

1914: SAR STRIKE: BLOEMFONTEIN ...... 115

The 1914 Industrial Strikes ...... 115

Lt.-Col. HF Trew’s record of events ...... 116

• Water Police ...... 119

INTRODUCTION: 1914 BOER REBELLION ...... 124

• How was the Rebellion squashed? ...... 124

• Martial Law ...... 124

• The question of Transport ...... 124

Government Forces: Barberton Commando (A Former Boer Commando) ...... 126

• Barberton Commando on Parade ...... 126

• Prisoners taken at Reitz ...... 126

• QM-truck ...... 127

1914 – 1915 SOUTH AFRICAN REBELLION: SOUTH AFRICA (HBH) ...... 127

A mystery photo ...... 130

SAR ARMOURED TRAINS ...... 131

• The actual armoured and special military trains involved ...... 131

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• 1915: Names and Numbers of His Majesty’s Armoured Trains (HMAT): Lt.Col. William Marshall ...... 132

• UDF: SAR Armoured Trains ...... 133

• Diagrams and photographs of the Armoured and Special Trains used by South African troops during the Rebellion ...... 133

• Motive Power ...... 137

• Class O5 ...... 138

• Class 6C ...... 139

• Other Rolling stock which is part of the armoured trains ...... 140

• Z-1 ...... 140

• HMAT “Trafalgar”: 12- pounder ...... 140

• HMAT “Active” No 1 Armoured Train ...... 141

• 4.7” Inch gun mounted on a locomotive bogie – Salt River Works ...... 142

• Armoured Train No 2: HMAT “Erin”: Bloemfontein ...... 144

• Armoured Train No 5 - HMAT “Schrickmaker” ...... 145

• An Armoured Kitchen Car for Officers ...... 145

• Road Motor Transport of the SA Railways ...... 147

A three-ton truck that assisted the Government Forces – seen recovering a ...... 147

• Vehicular searchlights ...... 148

EYEWITNESS ACCOUNTS FROM POLICE ON ACTIVE SERVICE ...... 148

• Mobility of Government Troops during the Rebellion ...... 149

• General de Wet’s men at Vrede, OFS...... 150

• SAP Bethlehem ...... 151

The South African Police at Bethlehem after the Rebellion and Head-Constable EWH Walker, who resisted the Rebels ...... 151

• Shamrock? ...... 152

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1. “Alles Zal Recht Kom” ...... 158

2. “Alles Zal Recht Kom” ...... 160

STRATEGIC SAR-LINE PRIESKA ON TO KEETMANSHOOP ...... 162

World War One: Boer Rebellion ...... 164

THE PERSONALITIES AND PERSONS INVOLVED: THE GOVERNMENT FORCES ...... 166

• Union Defence Force – Defence Personalities ...... 167

• The South African Police – Police Personalities ...... 168

The Lowly Police Camel ...... 169

Some Gallant Policemen from Some Police Stations attacked by the Rebels ...... 170

• South African Railways ...... 171

• The personalities and persons involved: The Rebel Forces ...... 171

• The Rebel Forces ...... 172

• Why act against the Rebels? ...... 173

CONCLUSION ...... 173

INDEMNITY & © | VRYWARING & © ...... 173

End | Slot ...... 173

ANNEXURE A ...... 174

1939: SAP to Windhoek [SWA] ...... 174

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AROURED TRAINS: SOUTH AFRICA

South Africa: Armoured and special trains used in South Africa by Boer, Brit and later the Union Defence Force, SA Defence Force, SA Railway Police and SA Police Service Nongqai Volumes No 10 No 4A (1, 2 & 3) are not a complete history of war- and armoured trains in Southern Africa. This edition covers the Anglo Boer War up to the 1914 South African Rebellion. These are merely some disjointed, short notes on the role of the railways in Southern Africa. We will try and cover certain wars and incidents and thereby giving a short introduction on the strategic role of the railways. Logistics and transportation – i.e. “supplying of war materiel” in most important in time of war – timely delivery of materiel and troops are most important.

Introduction: What is an armoured train? An armoured train is a train used by the security forces, a train protected with armour. Usually they are equipped with railway trucks and coaches armed with quick firing heavy guns, machine guns and ordinary rifles. Search lights are used during night operations. These were the first armoured personnel carriers on rail – they were employed before the tank.

Armoured trains were mostly used during the late 19th and early 20th century, when they offered an innovative way to quickly move large amounts of firepower into position. The irony is to-day the armoured train – of a new kind - is making a comeback in another way: trains equipped with Inter- Continental Ballistic Missiles are now highly mobile and difficult to detect.

Today modern heavy road vehicles conveying heavy loads offer more flexibility. On the other hand, armoured trains are vulnerable i.r.o. sabotage of the railway tracks and signals as well as attacks from the air. Therefore, their use has been discontinued in most countries.1

In short, an armoured train is an early version of an armoured personnel carrier or “APC” on rails. In the 1900’s – 1950’s there were not many good roads - the railways were the national carrier of commuters, passengers, fuel, coal and goods. During the Anglo Boer War there were moves to have armoured plated ox-wagons. However, one should remember that such vehicles got bogged down in the rainy season and with armour they are very heavy – and therefore they can convey less. The next development was the tank.

Trains were used as armoured personnel carriers in both defensive and offensive roles. They were used to protect the rail infrastructure like the bridges, tunnels and railway lines. In other words, they kept the railway lines clear from any impediment from the enemy. Being armoured they offered fine protection to the men. Vast amounts of goods, war materiel, arms, equipment, horses, men and fodder were transported by rail. The railways were the main arterial highways of the country. Motor transport and airways were in its infancy. The police and army were mainly mounted. However, once the mounted divisions were entrained the railways offered mobility.

1 http://en.wikipedia.org/wiki/Armoured_train - 20101021 11

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As there were no good roads the armoured trains were initially used until ‘displaced’ by heavy vehicles utilising good roads offering fast and reliable delivery of goods. In the days before fast and reliable communication, the railways had their own communication system along the railway lines which offered an alternatives communication system to the military. During the Second World War the South African Railways rose to the occasion and rendered work of great strategic importance, not only in Southern Africa, but in North Africa, Palestine and Europe – especially in Italy.

We fought the Miles: SA Railways and Harbours

We pay homage to the former SAR (successor in title to all the antecedent railways in South Africa) for its efforts during war and unrest in South Africa: This what Field-Marshal JC Smuts had to say in the foreword to the above book: “As I look back on the second World War, I often feel that in the material sense some of our greatest achievements were related to transportation ….”

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1899 – 1902: Railway Map: Anglo Boer War Armoured trains were used in South Africa for the first time during the Anglo Boer War. Here is a map of the railways during the Anglo Boer War:

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A Rhodesian Railways map The NG line from Beira to Umtali and from Umtali to Salisbury and Bulawayo to Mafeking was also used during the Anglo Boer war.

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INTRODUCTION: SOUTH AFRICAN TROOP TRAINS OF THE PAST

Crowded with cheery men in uniform, the troop-trains are once again rolling across the African veld. In the Union, in South West Africa, in the Rhodesias, and in countries far to the north these indications of a nation at war may be encountered, and everywhere they are cheered by the populace as visible evidence that our defences are functioning.

Three-quarters of a century have gone by since the first troop-train took aboard its freight of soldiers in South Africa. We know that in the eighteen-sixties, as soon as the pioneer sections of line from Capetown2 to Wellington and from Capetown to Wynberg were put into use, troops belonging to the garrison were occasionally transported by rail, and with the appearance about the same time of the Volunteer movement at the Cape, the old-fashioned coaches were frequently crammed with enthusiastic uniformed citizens on their way to drill and musketry practice on the outskirts of the city.

As the railway lengthened out so did the use of the troop-train increase. The occurrence of trouble on the newly-discovered diamond fields in the middle 'seventies gave the early Cape Government Railways a chance of helping the authorities. Nothing came of the "Black Flag Rebellion," however, but the railway proved its usefulness in conveying soldiers as far as Worcester.

2 Original spelling is used – HBH.

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Troops were also shifted by train about this time from Port Elizabeth to Uitenhage and from Port Elizabeth to a point about half-way to Grahamstown.

The modest little stretch of rail in Natal, one mile in extent running between Durban and the Point, had conveyed some soldiers as early as 1860, when Prince Alfred visited the Colony, but there was bigger business afoot in 1879 when the Zulu War broke out. Cetewayo, the still independent monarch of the warrior tribe, had defied the authority of the Queen, and it was considered necessary to teach him a lesson.

Along the still unfinished line to Pietermaritzburg, quantities of stores, horses and soldiers were conveyed by the Natal Government Railways. Sterling efforts were made to extend the line as quickly as possible, with the result that it reached the capital of the Colony shortly after the conclusion of peace. Thousands of men travelled by train along this route, and during the tragic days that followed the British defeat at Isandhlwan3., the existence of the railway contributed substantially towards bringing up in time the reinforcements from overseas which were so urgently needed.

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Important, too, was the work of the Natal Railways during the first Boer War. Dozens of trains loaded with men and equipment, went forward from Durban, and the military authorities were loud in their praise of Sir David Hunter, the General Manager.

As the troop-ships England, Spain, Manora, Queen Margaret, Russia, City of Venice, City of Paris, France, and others reached Port Natal, the men were marched to the trains and transported inland before they continued their march on foot.

Not all the old-timers enjoyed the establishment of the railway. Thus Dr. JW Matthews, who wrote about this time: "I took train to the capital, Pietermaritzburg. It again was all new to me. No pleasant rest at Host Padley's, no exciting drive round the Inchanga, no gallop over Camperdown Flats! Simply a six hours' monotonous railway trip."

The next occasion on which the railways proved useful to the military in South Africa was when the expedition under Sir Charles Warren set out from Capetown for Bechuanaland. Fortunately, no actual fighting took place, but the purpose of forestalling others was fully achieved. The writer's father was present early in December, 1884, when Sir Charles Warren, accompanied by Col. Walker of the Scots Guards, and Captain Sir Bartle Frere (junior), brought ashore 600 men of Methuen's Horse who had been picked in London from a huge number of would-be recruits. With them came a battery of the Royal Artillery, the 7th Company of Royal Engineers, and a battalion of the Royal Scots, fresh from Jamaica. A large number of local volunteers joined the contingent at Adderley Street station, where they boarded trains of the "Karoo Railway." The rail journey terminated at Beaufort West, whence the trek was continued on foot, by wagon or horseback to Kimberley, where other forces waited. Corridor coaches were as yet almost unknown in South Africa, and the journey to Beaufort West was anything but comfortable with men tightly packed.

William Harvey Brown, an American naturalist turned soldier, left a vivid account of the next important occasion when an army travelled on the iron way in this country. Having arrived at the Cape in 1890, he joined the Pioneer Column organized under Col. Frank Johnson, for the purpose of planting the flag in "Zambesia."

“On the evening of 15th April," he wrote, "amid cheers, singing, and God-speeds from the crowd that had gathered to bid their friends farewell, the train, moved from the Capetown railway station, carrying with it a portion of the Pioneer Corps. By the following morning our train had crossed the Hex River Mountains and during the entire day we travelled through a desolate, treeless country, covered with scrubby thornbushes and plants. Along the railway were numerous water-holes, and as we neared Kimberley, we saw many women washing clothes in them. It was late in the afternoon when we arrived. The town was gaily decorated in honour of a visit from the Governor of the Cape Colony, Sir Henry Loch. A train of wagons had been provided to convey the Pioneers to Rhodes's farm three miles outside."

Despite the smallness of the force, its importance in South African history gives the incident significance. And no local troops had previously travelled such a distance.

Meanwhile the Transvaal and the Orange Free State were gradually obtaining modern transport, so that the Netherlands South African Railway Company was able to lend a hand in subduing the Chief Malaboch.

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Although the actual expedition to the Northern Transvaal was accomplished on horseback and by wagon, the authorities at Pretoria began to appreciate how much even the modest railways they possessed could contribute to mobility. Still more was this in evidence at the time of the Jameson Raid, when the line helped some of the raiders to assemble and also helped to bring about their downfall.

It was, however, during the South African War of 1899-1902 that both sides first took full advantage of the troop-train.

Herewith I give a translation from the German of a description of the 1899 mobilization left by Col. Adolf Schiel of the Staats Artillerie:

"On reaching Johannesburg station," wrote Col. Schiel, "the station master told me that there were enough trucks available for us, so that we could take two of them to hold one of our wagons. Since the platforms at the station were not strong enough to allow the loaded wagons to drive on to them, they had to be unloaded and lifted up empty. We gratefully accepted the double quantity of trucks, since our men would have more room. The officers were given a first-class carriage besides which there were four passenger coaches.

"The loading of the horses and mules was soon completed, for the platform at the Johannesburg goods station is very long, so that work could proceed on all the trucks simultaneously. In less than one hour everything was loaded. As we awaited the signal for departure, the station master told us that he had just been notified by telegram that the line at Elandsfontein (now Germiston) was blocked with troop trains from Pretoria, so that we could only leave at four o'clock in the afternoon. That suited us down to the ground. Crowds of friends and acquaintances, including many ladies, had come to the station to see us off. The Owner of the Thoma Brewery and Mr. Bauman of the Potchefstroom Brewery had sent beer for the men, while Messrs. Angehrn & Piel had supplied hot sausages, which helped to raise enthusiasm even more. As we had enough buckets on the trucks, the horses could be given a drink as well. The weather was lovely and everything pointed to a pleasant journey.

"Not far from us there stood a whole trainful of refugees from Johannesburg. Though it was only due to leave at four in the afternoon, the trucks, and coal-trucks at that, were packed to the limit at eleven in the morning with men, women and children, Indians, natives, everything mixed up. Poor people! How gladly we would have given our passenger coaches to the women, but it was not in our power.

“At last the whistle went telling that we were leaving. No stop was made at Park Station, but in passing we could catch a glimpse of many a friendly face and could wave to them. Our destination was Standerton. . .. Nothing happened on the short stretch as far as Elandsfontein, but there we got some unpleasant news. The Traffic Manager told me that our train was much too long. Owing to the demands of the points the train could only have a certain number of bogies, and, moreover, his own coach had still to be added. We were given the choice, either of dividing the train and leaving half behind, or of changing over and letting the men find such room as they could discover.

"I called the officers together and said: ‘Go to the men and ask them which they prefer.'

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"The answer was unanimous: 'Change over and stick together.'

"I knew that if the Traffic Manager, Mr. van Stipriaan, came with us we would have no trouble about getting through. Now we had to do our own shunting-without an engine, but after an hour- and-a-half it was all done. Some of the troop-trains from Pretoria and Middelburg had been waiting thirty hours, and their inmates swore vigorously as we came gaily sailing by.

"The journey was hardly pleasant for our men. The smallest spaces on the trucks were filled with humanity. They clung to rather than sat in them. I was afraid that in the night many of the fellows would simply roll off. Fortunately, a terrific thunderstorm came which woke everybody up. . .."

During the Boer War the giving of refreshments to troops at railway stations first came largely into practice in South Africa. At Capetown and De Aar, at Durban and Port Elizabeth, kindly women were engaged in distributing hot tea and coffee. On the Boer side there were similar workers at Johannesburg, Pretoria, Bloemfontein 19

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of the railway contributed substantially towards bringing up in time the reinforcements from overseas which were so urgently needed.

Important, too, was the work of the Natal Railways during the first Boer-War. Dozens of trains loaded with men and equipment, went forward from Durban, and the military authorities were loud in their praise of Sir David Hunter, the General Manager.

Not all the old-timers enjoyed the establishment of the railway. Thus Dr. JW Matthews, who wrote about this time: "I took train to the capital, Pietermaritzburg.

It again was all new to me. No pleasant rest at Host Padley's, no exciting drive round the Inchanga, no gallop over Camperdown Flats! Simply a six hours' monotonous railway trip."

The next occasion on which the railways proved useful to the military in South Africa was when the expedition under Sir Charles Warren set out from Capetown for Bechuanaland. Fortunately, no actual fighting took place, but the purpose of forestalling others was fully achieved. The writer's father was present early in December, 1884, when Sir Charles Warren, accompanied by Col. Walker of the Scots Guards, and Captain Sir Bartle Frere (junior), brought ashore 600 men of Methuen's Horse who had been picked in London from a huge number of would-be recruits. "With them came a battery of the Royal Artillery, the 7th Company of Royal Engineers, and a battalion of the Royal Scots, fresh from Jamaica. A large number of local volunteers joined the contingent at Adderley Street station, where they boarded trains of the "Karoo Railway." The rail journey terminated at Beaufort West, whence the trek was continued on foot, by wagon or horseback to Kimberley, where other forces waited. Corridor coaches were as yet almost unknown in South Africa, and the journey to Beaufort West was anything but comfortable with men tightly packed.

“On the evening of 15th April," he wrote, "amid cheers, singing, and God-speeds from the crowd that had gathered to bid their friends farewell, the train moved from the Capetown railway station, carrying with it a portion of the Pioneer Corps. By the following morning our train had crossed the Hex River Mountains and during the entire day we travelled through a desolate, treeless country, covered with scrubby thornbushes and plants. Along the railway were numerous water-holes, and as we neared Kimberley, we saw many women washing clothes in them. It was late in the afternoon when we arrived. The town was gaily decorated in honour of a visit from the Governor of the Cape Colony, Sir Henry Loch. A train of wagons had been provided to convey the Pioneers to Rhodes's farm three miles outside."

Despite the smallness of the force, its importance in South African history gives the incident significance. And no local troops had previously travelled such a distance.

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• 1899-1902 It was, however, during the South African War of 1899-1902 that both sides first took full advantage of the troop-train.

Herewith I give a translation from the German of a description of the 1899 mobilization left by Col. Adolf Schiel of the Staats Artillerie:

"The loading of the horses and mules was soon completed, for the platform at the Johannesburg goods station is very long, so that work could proceed on all the trucks simultaneously. In less than one hour everything was loaded. As we awaited the signal for departure, the station master told us that he had just been notified by telegram that the line at Elandsfontein (now Germiston) was blocked with troop trains from Pretoria, so that we could only leave at four o'clock in the afternoon. That suited us down to the ground. Crowds of friends and acquaintances, including many ladies, had come to the station to see us off. The owner of the Thomas Brewery and Mr. Bauman of the Potchefstroom Brewery had sent beer for the men, while Messrs. Angehorn & Piel had supplied hot sausages, which helped to raise enthusiasm even more. As we had enough buckets on the trucks, the horses could be given a drink as well. The weather was lovely and everything pointed to a pleasant journey.

"Not far from us there stood a whole train full of refugees from Johannesburg at that, were packed to the limit at eleven in the morning with men, women and children, Indians, natives, everything mixed up. Poor people! How gladly we would have given our passenger coaches to the women, but it was not in our power.

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I called the officers together and said: “Go to the men and ask them which they prefer.”

The answer was unanimous: “Change over and stick together.”

Though it was only due to leave at four in the afternoon, the trucks, and coal-trucks and elsewhere. This system was developed even further during the 1914-1918 War, and will no doubt set fresh records during the present trouble.

No less a celebrity than the present Prime Minister of Britain, Mr. Winston Churchill, has left a description of troop-trains of the day:

"On the road to De Aar we passed the second half of the Brigade of Artillery, which sailed so long ago from the Mersey in the notorious transports Zibengla and Zayathla. The gunners were hurrying to the front in three long trains, each taking half a battery, complete with guns, horses and men. All were light-hearted and confident, as soldiers going off to the wars always are, and in this case their satisfaction at being on land after five weeks of uncomfortable voyage in antiquated ships was easily to be understood."

The Netherlands South African Railway Company operated part of the Natal system during the advance of the Republicans in 1899/1900. Later on, the British side the Imperial Military Railways (in the Free State and Transvaal) under the famous engineer, Sir Percy Girouard, developed into a huge department. Space is lacking to tell about its innumerable activities, which included the construction of armoured trains for patrol duty and the laying of fresh lines.

I cannot, however, forbear from giving a glimpse of the lighter side of the work, as shown in a skit on the regulations issued to Railway Staff Officers:

"The R.S.O. is appointed to see that the number of staff officers giving different and conflicting orders never exceeds fifteen at anyone minute.

"His attention is drawn to the absolute necessity of preserving harmonious relations with the refreshment contractor. For this purpose, he should keep a banjo, and mess in the restaurant.

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"The R.S.O. must remember that the station master or other official in charge of a station, unless a staff officer, considers all ranks of the army as ignoramuses, and himself the social equal of the Commander-in-Chief and High Commissioner.

"The R.S.O. himself must refrain from personal controversy with the subordinate staff, he being quite unable to compete with them in abuse.

"There is always a belief in the minds of senior officers that they are in a position to work the railway. This procedure must at once be put down by the R.S.O. by his making sinister references to the Chief of Staff.

"Troops travelling invariably have complaints to make against the running staff, and all commanding officers of trains consider that they know more about engine driving than the driver. In such cases the R.S.O. will at once order shunting to take place and the engine to whistle.

“The fact of the guard being a soldier is sufficient cause for any officer to make him a prisoner if the engine breaks down.

“The R.S.O. will be in constant communications with the station master, who will give the former his views on the military situation. Station masters must fully realize that there are two classes of R.S.O.'s, A and B:

"Those appointed and trained by the Director of Railways who talk learnedly about bogie fiats, coaches, specials, 4-up, etc., and who are not of opinion that each station on the line is the toy and plaything of the local commandant.

"Those appointed by the local commandant, their main duty being to exploit the line for the benefit of their mess, or to expropriate station buildings for garrison uses, ie., recreation rooms, etc.

“One of the first duties of an R.S.O. on arriving at a station is to collect and guard firewood, furniture, gongs, ticket-punches, etc., which may be the object of predatory desire on the part of the troops; he "rill ensure that the station master's table is not annexed by the nearest brigade major, and that the water-tanks are not at once forbidden to all engines and reserved specially for horses and men.

"The R.S.O. will find the provision of two rifles and a hatchet of valuable assistance to him in releasing animals from trucks. He will at all times appear with a sjambok and two hand grenades to clear the line of trek oxen and mules grazing on the platform or in front of advancing trains.

“In order to preserve peace and harmony the R.S.O. will allow trains to be delayed up to two hours, in order that the Commandant may give lunch to passing pals. Should he start a train within an hour of the time of its being ready to move, he will earn the name of being an obstructive member of an undisciplined railway staff. But on no account may he hold a train more than thirty seconds after the heel of the last guest of the Commandant has disappeared within the door of his cattle-truck."

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Good-natured chaff of this type must not blind us to the fact that the railwaymen and soldiers actually co-operated with remarkable efficiency, and that despite difficulties hundreds of thousands of men were shifted long distances.

The Zulu Rebellion of 1906 provided the Natal Government Railways with an opportunity to shine, and although the operations were on a small scale, they caused considerable anxiety at the time, and demanded a great deal of hard work from the staff of the system. Scores of troop trains were run from the coast and from inland centres during the comparatively short time the affair lasted.

The same applies to another little-remembered occasion - the 1913 strike, when tens of thousands of citizen soldiers, belonging to the newly-created Defence Force, had to be brought to the Rand. In 1914 there was a short repetition, only to be overshadowed when the Great War came later in the year.

From the General Manager's Report, which reviewed the railway's war activities, the following is culled:

"Up to the Armistice no fewer than 631,880 troops had been conveyed by the S.A.R., besides 266,789 other military employees (such as natives), 561,576 animals, mostly horses and oxen, 26,975 vehicles, 541,840 tons. of munitions and supplies, and another 83,075 tons of sundries."

“No fewer than 1,883 special troop and military trains were run exclusive of those operated in South West Africa during 1914 and 1915. Wounded men, rejected recruits, demobilized soldiers often demanded special trains of their own."

Standards of comfort had immensely improved for the soldiers since the Anglo Boer War. The cattle-truck was no longer regarded as suited for human passengers. Horses were used in thousands in South West Africa, but they were beginning to give way to motor-cars, while modern artillery and aircraft spares figured on the schedules.

The armoured train had a comeback, but only on a modest scale.

In the present conflict, as is widely recognized, the South African Railways have again risen to the occasion with goodwill and efficiency.

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ZAR (TRANSVAAL) The Transvaal (Zuid-Afrikaansche Republiek ZAR) had the eastern line to from Pretoria to Delgoa Bay, from Elandsfontein (Germiston) to the border of Natal and a line on the Reef from Springs to Klerksdorp in the west managed by the Nederland Zuid-Afrikaansche Spoorweg Maatskappij (NSASM) while there was a line, a British owned line, called the Pretoria Pietersburg Railway (PPR).

ORANJE VRIJSTAAT The Free State Republic also had its own railway. Harrismith was connected to Ladysmith and Durban via the NGR and there was a line from south to north (from Colesberg to Vereeniging) reaching the ZAR line. The OVSS het access to Port Elizabeth and East London and via De Aar contact with Cape Town.

1895: NEDELANDSCHE ZUID-AFRIKAANSCHE SPOORWEG- MAATSKAPPIJ Since the time of President Burgers, the Transvaal Republic (also known as the Zuid-Afrikaansche Republiek – ZAR), wanted access to the sea. Ironically the railway lines in Southern Africa ultimately led to the demise of the two Boer Republics during the Anglo Boer War. (Even the line from Beira to Rhodesia was utilised during the siege of Mafeking.) Instead of ox-waggons the railways moved men, horses and materiel as fast as possible – rain and mud did not affect delivery to the main centres! Mr CJ Rhodes wanted a line from Cape Town to Cairo. The line from Cape Town went via De Aar and Kimberley to Bulawayo.

• Boer Armoured Trains “Shortly before the fall of Pretoria two Long Toms were mounted on train trucks by Mr. Uggla, a Norwegian engineer, at the Z.A.S.M. (South African Railway Company) workshops in Pretoria. At least one of these on a captured Natal Government Railways truck. The front of the trucks was armoured with 1-inch thick steel plates with sand bags stacked in front of it to provide added protection.

Above: A Long Tom mounted to a captured N.G.R. rail wagon.

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Although this limited the gun’s traverse to approximately 30 degrees, it simplified the transport of the heavy piece and made the use of the cumbersome firing platform unnecessary. The gun truck was complimented with further trucks that housed the crew and carried ammunition and other stores, making it a true gun train.3

One gun was sent to Volksrust, but did not see action on this mounting and was removed from the truck. After being tested the second gun truck saw action at Rhenoster River in the Northern Free State (25 May 1900), at Elandsfontein during the Battle of Kliprivierberg (29-30 May 1900) and at Irene outside Pretoria (2-4 June 1900). Its truck was the last to leave Pretoria before the British occupation of the capital. During the Boer retreat along the eastern railway line the gun truck was used extensively during the Battle of Diamond Hill/Donkerhoek (10-12 June 1900), at Wilger River Bridge (14 June 1900), around Middelburg (July 1900) and the Battle of Bergendal/Dalmanutha (21-27 August 1900). After Bergendal the gun was removed to Godwan River and from there to Barberton for repairs at a mine workshop. After the repairs were completed it was towed to Nelspruit and from there to Hector Spruit where it was unloaded before being towed to Komati Poort by road. 4

The second rail mounted Long Tom, without sand bags. Note the recoil cylinder and ramps.

After the Long Toms ran out of ammunition or became useless during the guerrilla war, the Boer crews destroyed all four guns at:

• Komatipoort near Mozambican border, 22 September 1900 (armoured train gun) • Letabadrift near Haenertsburg, 18 October 1900 • Rietfontein near Lydenburg, 16 April 1901

3 MC Heunis – See Nongqai Vol 10 No 4 A (3) 4 MC Heunis – See Nongqai Vol 10 No 4 A (3) 26

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• Feeskop outside Haenertsburg, 30 April 1901 After their destruction most of the remains of the four guns were collected and sipped to Britain.” 5

• Boer Ambulance trains

5 MC Heunis – See Nongqai Vol 10 No 4 A (3)

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Arrival of ambulance train in Pretoria with the wounded from Colenso

• Boer Transport Trains

Loading Boer horses

Boer commandos of to the Natal front

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Caption reads: Captured Armstrong guns on trucks at station.

Paul Hloben writes: “A Boer flatbed railway car with searchlight at Newcastle station, Natal, 1899, carrying enthusiastic Boer fighters. I assume the steam engine was powering a dynamo (a kind of

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electricity generator) that in turn provided power to the light, which was used to search for enemy formations at night.” (Railways: Anglo Boer War, a Facebook-group.)

• NZASM Troop Train and Pres. Kruger’s Saloon

(My son had the colouring done for me – I don’t know if the colouring is correct – HBH)

• British POW’s arriving at Pretoria

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PRETORIA PIETERSBURG RAILWAY (PPR) | PRETORIA PIETERSBURG SPOORWEG (PPS)

PPR with first British supply train north from Pretoria: “Ready for the Boers” if one notices closely. The truck closest to the camera is NGR-truck most probably direct from Durban harbour to the front somewhere north of Pietersburg.

The PPR was a British Company and the PPR did not play an important role in the beginning of the war. Once Pretoria had been occupied on the 5th of June 1900 the PPR was used by the British who fought some Boers which moved north towards the direction of Louis Trichardt.

EARLY PIETERSBURG: COMPILED BY STAN KANTOR This article on Pietersburg is written as an introduction to the edited version of Die Treinvernieller6 by PC Coetzee, a prominent researcher and knowledgeable expert on the Boer War. It is intended to give a short background on the town and its surroundings, the railway line,

6 The Train Wrecker – HBH.

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the Provisional Government and some of their activities, a few photographs, a few personalities and its history.

The Volksraad of the ZAR decided on a new town in the Northern Transvaal on 25th October 1881. Commandant-General Pieter Joubert visited the area with a commission, and the farm selected was Sterkloop, owned by GL van Emmenis and H Venter. This place was known to the Africans as Pholokwane (the protected place). It was well watered and sheltered. On 11th November 1884 the Volksraad approved the choice and the land was purchased for £1500. The town, laid out the following year, was named Pietersburg in honour of Commandant-General Pieter Joubert. Once the Magistrate moved there from (Fort) Marabastad, the new town became the main centre for communications, agriculture and, in due course, an extensive mining industry.

During this period of time, Petersburg and Fort Klipdam (25 km to the north-east) was the end of the road to the north. The BaVenda, under Chief Magato, were the undisputed rulers of the rugged wilderness, which stretched up to the Limpopo. Although F Jeppe's map of the Transvaal, 1879, shows the most northerly town as Schoemansdal, it must be remembered that the town was destroyed during a war with the BaVenda and was never rebuilt. On 15th July 1867 the inhabitants abandoned the town and retired to the south to Marabastad.

With the opening of the Delagoa-Pretoria railway line, it became the norm of nearly all the rural communities to petition for a railway link. On 30th December 1895 a concession for the construction of a line to the north was granted to HJ Schoeman. He promptly sold this for 500 fully paid-up £10 shares in a company formed in London in May 1896 - The Pretoria-Pietersburg Railway Company. The first 103 km to Warmbaths (Bela Bela) was opened by Pres Kruger on 5th March 1898. It reached Nylstroom on 1st July 1898 and the Pietersburg terminus, 285 km from Pretoria, was opened by Piet Joubert on 31st May 1899.

The line was kept quite independent of the Netherlands Company with the two railways having separate stations in Pretoria with a short link line to join them.

The Photograph of the opening of the railway line was taken by Hugh Exton, a resident of Pietersburg from 1882 to 1950. He left about 41000 glass plates, which illustrates the growth of 32

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the town. More information on Hugh Exton can be read in the Africana Bulletin Vol.24 No. 102 and Call Back the Past by Basil Fuller. During the Anglo-Boer War Exton worked as a war photographer.

Another well-known personality of early Pietersburg was CH 'Doel' Zeederberg. The Zeederberg brothers ran a mail coach service between Kimberley and Johannesburg soon after the discovery of gold on the Witwatersrand. In 1890 they began a service between Pretoria and Pietersburg. Doel was in charge of the Pietersburg-Rhodesia section, which was opened on 17th February 1891 and it took three days to do the journey to the camp at Tuli. Many horses were lost due to the problem of Tsetse fly and to counteract this, Zeederberg trained zebras to pull the coaches. This experiment proved a failure but Hugh Exton was there to capture on plate the first fully harnessed zebras.

Zeederberg had persuaded one of the local farmers, Roets, to provide him with twenty zebras for training and then offered him the equivalent of R1 for every wild zebra he could deliver. Within two weeks there were nearly 200 kept in special camps. Within three months, four teams, with mules as leaders, were ready to begin the service.

The zebras performed satisfactorily but they were not as good as either horses or mules, the reason being that despite their speed, they lacked stamina and their ability to do long distances was under suspicion. The first long-distance haul was from Pietersburg to Pretoria. Pres Kruger, sitting on his stoep, had a grandstand view of their arrival. He was not impressed: 'It is an evil day when wild animals are made to do the work which the Almighty has ordained should be performed by domestic animals.'

The Zeederbergs had come to a similar conclusion but for different reasons - the zebras were just not up to it. (To Horse and Away - Jose Burman).

• Postal Services After the British had occupied Pretoria, the Transvaal Government was obliged to leave its headquarters and take up a wandering existence onboard a group of ever-moving railway coaches. A certain amount of postal business continued, even including the production of postcards carrying the inscription 'Printed in the Field' (in Dutch). Separated from normal sources of supplies, the Boer officials in Pietersburg used the press of De Zoutpansberg Wachter in that town to produce a primitive set of postage stamps.

The design showed the value in the centre with the word Postzegel at the top and the date 1901 at the foot. The side panels were inscribed ZAfr. Rep and the numerals of value appeared in the comers. The stamps were initialled in black by the Controller of Posts, I.T. de V. Smit. The denominations issued were 1/2d (green); 1d (red); 2d (orange); 4d (blue); 6d (green) and 1s (yellow).

The period of issue lasted only from 15th March 1901 until 9th April 1901, by which time Pietersburg was in the hands of the British. In May 1900 paper money notes were issued by the Provisional Government in denominations of £1, £5, £10, £20 and £50. These were signed by the Auditor-General, JS Marais and the Treasurer-General, NS Malherbe and were secured by the fixed property of the Republic. These 'Gouvemement Noten' carried an annual interest payable at 6% and the notes were redeemable to the amount of £100000 yearly.

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However, as the war progressed and the Republican forces withdrew from the capital, other series of the notes were issued from various places. For instance, some were issued in Pietersburg in April 1901 and shortly afterwards, still others in Pilgrims Rest.

Example of £1 note issued by the ZAR. Government in 1902.

This note has points of interest. The blue lines ruled across the paper are present because the notes were printed on sheets from exercise books collected from schools, the Government being desperately short of paper. There is no watermark and, therefore, the notes had to be signed in their own hands by the Auditor- General and the Treasurer-General. (Extract from 'Call Back the Past by Basil Fuller').

The section of the Warmbaths-Petersburg rail line was used by the Provisional Government up until 30th March 1901, when Warmbaths was taken by the British. They had restored the Pretoria-Warmbaths section by section on their way to conquer the north. Australian scouts rode into Nylstroom on 1st April, Piet Potgietersrust on 5th April and by 8th April the British vanguard entered Pietersburg. The railway then became part of the Imperial Military Railway. 34

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The first attack on the railway line by the Boer forces was on 4th July. An interesting talk was given by Prof. Louis Changion to the Africana Society on 19th April 2006 on Breaker Morant [see Africana Bulletin No. 125 Aug. 2006], which intertwines with our story.

Having joined the newly formed Bushveldt Carbineers (BVC) on 28th February 1901, Morant was involved in the taking of Pietersburg on 8th April 1901. During the occupation a Boer sniper, GC Kooijker, picked off two Tasmanian Bushmen, Captain AA Sale and Lieut CH Walker. When the snipers’ nest was stormed, he calmly stood up, threw aside his gun, put his hands up and called out "surrender". The onrushing troops took no notice and ran him through with their bayonets.

The train incident at Tobias Spruit on 4th July 1901, is recalled in Shoot Straight ~ You Bastards by Nick Bleszynski. Sgt Eland mentions in a letter to his mother that Morant was very cut up when news of the Gordon's disaster reached them.

Lieut. Best had been a good mate of both Hunt and Morant. They were sent out to search for the train wreckers and their intention was very clear 'If we come up with this party of Boers, we will not take any prisoners'.

The graves of those killed are situated on a farm in the Naboomspruit area. The photograph shows the memorial to these soldiers erected by the Naboomspruit Feestekomittee in the local graveyard on the centenary of the event VARIOUS ENCOUNTERS AND BATTLES

• Encounter at Groenvlei (Hartbeeslaagte) 10th August 1901 Scattered throughout South Africa, alongside the railway tracks, are gravestone and monuments to those who lost their lives in accidents, Boer-war encounters and other railway events. Although highly visible to passengers and railway personnel, these edifices are either inaccessible to road travellers or hidden from the highway undergrowth. One such monument can be located 3.8km from the Boekenhout Station railway crossing, along the gravel road to Vogelfontein bird hide at the Nylsvlei Nature Reserve.

On the left-hand side of the road is a gate to a railway line crossing. The site is on the left-hand side before the next gate.

The actual event occurred about 100 metres down the line towards Naboomspruit. The new bridge over the Hartbeesspruit rests on the original dressed stone foundations of the first bridge.

On 9th August 1930 the monument to those who perished at the Battle of Groenvlei was unveiled. The then Minister of Justice, Oswald Pirow, performed the ceremony on behalf of the Dingaansfees Committee of Nylstroom. The inscription on the stone panels reads as follows:

Vir Vryheid en Vaderland Deze burgers zyn gesneuveld te Groenvlei 10 Aug 1901.

Carl Cremer geb. 29 Nov 1867 in Ostonnen Westfalen, Duitsland Gerhardus Jordaan van Middelburg geb. 6 Julie 1882 Comelius Lombaard van Middelburg geb. 2 Aug. 1852 Comelius Post van Middelburg geb. 7 Okt. 1864 in Hilversum, Holland Frans Schmidt van Harrismith, OVS geb. 26 Okt. 1876

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Petrus Swart van Bethal geb. 23 Junie 1876 Johannes van Niekerk van Bethal geb. 1868

By 1901 the Boer forces were independent groupings with no 'headquarters' where deaths and injuries could be recorded. After the skirmish the British buried the dead in a mass grave and the names of the deceased would have been taken from those listed in the books on Slegtkamp, Hindon and Weeber. Confirmation on the number of dead appears in Vol. IV of History of the War in South Africa 1899 - 1902, which was published in 1910 prior to any of the other publications. But here appears a discrepancy.

In Vol. III The History of the Gordon Highlanders 1898 - 1914 on Page 271 the following extract appears:

'In this affair two passengers were killed and three wounded, a Boer woman among them. The escort had but two men hit though their truck bore the marks of over one hundred bullets; two wounded prisoners were taken; sixteen dead Boers were buried."

The British Army was meticulous in its records so who were the other 9 persons buried?

With the 100-year centenary much emphasis has been placed on the Agterryers. In his introduction to Ghostriders of the Anglo Boer War (1899 - 1902), author Pieter Labuschagne describes the role of agterryers as: 'Agterryers were mostly black or coloured men who accompanied their employers on hunting expeditions and in battles and wars. Their task included guarding spare ammunition, looking after horses, cooking and collecting firewood. These supportive functions were invaluable to the burgers and contributed to their success in many battles'.

The memorial stone was placed over the grave where Hindon's men were buried and, as far as can be ascertained, the bodies were never exhumed. Should this ever happen and more than seven remains are found it would truly be shades of Herman Charles Bosman's controversial story Unto Dust.

The last memorial of the Pretoria-Pietersburg Railway derailments was erected near the Petronella Railway Station. It is in a Memorial Garden and was erected for British soldiers who died during the Boer War.

The inscription reads: 1899 -1902 In Proud Remembrance Soldiers originally buried at Waterval North, Gangers Cottage, Hammanskraal and Pienaars River station now lie buried here at Petronella

The last action of the Boer War in Pietersburg occurred on 24th January 1902. Early in the morning Gen Beyers attacked the town and enabled a number of the inmates of the refugee camp to escape. About 150 made off and re-joined the commandos. The small garrison managed to drive off Gen. Beyers and his group.

This article has covered the modem history of the Pietersburg area, but man has occupied the area over many ages.

Traces of man's past are found at three main types of locality near Pietersburg i.e. caves in dolomite, quartzite or sandstone; in dongas or erosion gullies and at Iron Age settlements.

The Makapansgat Valley, 32 km south of Pietersburg, has caves whose contents record man's activities from about 2 million years ago up to the Voortrekker Commando of 1854, when the Makapan tribe was 36

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destroyed in one of the caves for attacking a wagon lager at Moorddrift. Soil erosion has exposed enormous number of stone artefacts, the relics of Stone Age activities and dates back to 100000 years and up to Iron Age times. The commonest stone artefacts in the dongas were first found by Rev. E.C. Paterson in the 1920's. They represent a kind of human behaviour which archaeologists identify as the Pietersburg Culture (Industry).

Revil Mason Standard Encyclopaedia of South Africa Vol. 8 and Cave of Hearths (Makapansgat).

References: 1. Lost Trails of the Transvaal - T. V. Bulpin 2. Eight Months in an Ox-waggon - EG. Sandeman 3. Shoot Straight You Bastards - Nick Bleszynski 4. South African Panorama - Jan. 1987 5. The Buildings, Steam Engines and Structures of the Nederlands South African Railway Company - R. C. de Jong G.M. van der Waal - D.H. Heydenrych 6. The Great Boer War - Arthur Conan Doyle 7. British Military Cemeteries and Scattered Graves in the Northern Transvaal in 1905 - P.C. Coetzee 8. Kaptein Hindon - Gustav S. Preller 9. History of the War in South Africa Vol. IV - Capt Maurice Harold Grant 10. Op die Transvaalse Front- EJ. Weeber 11. Die Helde-Album - P.H.S. van Zyl 12. Unto Dust- Herman Charles Bosman' 13. Vol. 111 - The History of the Gordon Highlanders 1898 - 1914 14. Runner and Mailcoach - Eric Rosenthal and Eliez Blum 15. Call Back Yesterday- Basil Fuller 16. The War Reporter - J.EH. Grobler 17. Pretoria and the Anglo-Boer War - P.J. Greyling 18. To Horse and Away- Jose Burman.

l. “Treinvernieller” 1. Different descriptions of this famous device used by Jack Hindon and his men are reproduced below.

Described by General Ben Viljoen ".... Our modus operandi was to take a Martini-Henry rifle and saw off four inches before and behind the magazine, and then to so file the trigger guard that the trigger was left exposed. Two of the most intelligent burghers were despatched over night with this mutilated rifle and a packet of dynamite to the spot chosen for the mine, while two other burghers kept guard.

Special precautions were taken to prevent footmarks being traced by the British patrols, the burghers walking for a considerable distance on the rails. The mine was prepared by carefully removing the stones from underneath the rails and as cautiously replacing them to again fill up the hole after the instruments of destruction had been adjusted. The trigger was placed in contact with the dynamite, and just enough above ground to be affected by the weight of the locomotive, but so little exposed as to be passed unnoticed. All surplus stones were carried off in a bag and great care was taken to conceal all traces of the mine....."

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Described by Gustav Preller ".....Van 'n Martini-Henri geweer werd die loop afgesaag ongeveer vier duim voor die slot en die kolf ook verwijder agter die slot. Vervolgens werd aan weerskante van die sneller die beuel afgesaag, sodat die sneller van die onderkant ontbloot werd. Dan werd hiervan 'n houte vorm vervaardig, om 't regop te hou, 'n soort van langwerpige kassie, die lengte van die slot, vier duim breed en van ongeveer dieselfde diepte, maar oop aan die einde. Die lading het bestaan uit 'n patroon waarvan die koel en pluisie verwijder was, en 'n sakkie met dinamiet-doppies, wat vasgemaak werd om die endje tromp, sodat die skoot uit die geweer in die doppies slaat, en laasgenoemde 'n daamaas aangebragte dinamiet-Iading laat ontplof.

Die mijn moes natuurlik in die nag geleg word, wat meermale met allerlei moeite gepaard gegaan 't in die donker, maar mits een en ander vooraf mooi klaargemaak was, en die blootgelegde sneller van die geweer - eigelik die hele inrigting - stewig onder die spoorstaaf vasgewig werd, was die uitwerking seker, want aan weerskante van die mijn werd nog die ballast ook weggeneem, om te verseker dat die spoorstaaf onder die gewig van die loko diep genoeg wegsink om die sneller af te druk. Deur die gewig van die lokomotief word namelik die reil neergedruk op die sneller, wat dan losgaat. Die dinamiet-Iading moes in die meeste gevalle bestaan uit ongeveer 'n vijftig patrone, wat neffens die doppies-sakkie aangebreng werd.

Deur die ballast dan uitwendig weer sorgvuldig te herstel, en mits daar g'n onnodige spore gemaak werd nie, het die mijn aan die nauwkeurigste ondersoek ontsnap. 'n Voordeel wat vir hierdie methode gepleit 't was, dat g'n vemieling op grote skaal teweeggebreng werd nie, aangesien net die loko van die spoor af geslaan werd, soms onbruikbaar gemaak, en 'n paar spoor-stawe vemiel. In die meeste gevalle staat die trein binnen dertig tree botstil....."

Described by Egbert Weeber

".....Eindelik het Carl Craemer, 'n burger van Duitse afkoms, die beste middel ontdek om treine te ontspoor en dadelik aan te val. Hom kom die eer toe en deur sy vindingrykheid was ons later in staat om die vyand ontsaglik veel skade aan te doen. 'n Afgesaagde Martini Henri-geweerslot, gelaai met 'n skoot loskruit, het die moeilikheid opgelos. Die dinamiet word in 'n uitgeholde plek onder die spoorstaaf geplaas met die slot van die geweer daarop gerig, waarvan die raamwerk oor die sneller verwyder is. Die slot word oorgehaal en op sy rug gele, sodat die gewig van die lopende lokomotief die ontblote sneller afdruk en die loskruitskoot afvuur in die dinamiet {50 tot 70 dinamiet-patrone}, wat dan onmiddellik ontplof....."

It should be noted that on the 10th and 31st August 1901, the mines were set off by means of a wire attached to the trigger - the reason for this given by Preller as ".....in hierdie geval, omdat hul nie juis dadelik met 'n gepantserde trein wou te doen hê nie, en ook omdat die bos dit toegelaat 't, werd 'n touw aan die sneller bevestig, sodat hul dit kon aftrek wanneer hul wou....."

This idea was attributed to Carl Cremer and Egbert Weeber describes his "invention" as follows: "..... Omdat die afvuur of aftrap van die skoot in die geweerslot afhanklik was van die gewig van die lokomotief en omdat daardeur swaar spoorwegtrollies of dollee treine die ontploffing ook kon veroorsaak en also ons doel verydel om 'n ryke buit te maak, het ons later ook op die metode verbeter - ten minste die vernuftige uitvinder, Carl Craemer, het die verbetering self uitgedink. Voortaan sou ons die sneller so stel dat die gewig van die lokomotief of trein geen uitwerking daarop sou he nie. Die holte is dieper gemaak en aan die sneller 'n draad vasgemaak, lank genoeg om 'n verskuilde man in 'n sloot of agter 'n verskansing naby die spoorlyn in staat te stel om die skoot af te trek wanneer hy wil. Wanneer 'n leë trein verbygaan, trek hy die draad nie, en die myn kan nie ontplof nie. Die draadtrekker doen alleen sy werk wanneer hy gesien het dat die aankomende of verbystomende trein die moeite werd is om aan te val. Hy is natuurlik in groot gevaar weens die noodwendig kort afstand tussen hom en die spoorlyn. Sy teenwoordigheid kan moontlik ontdek word en tydens die werklike aanval is hy ook blootgestel aan groot gevaar. As die aanval misluk, gaan hy 'n

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gewisse dood tegemoet, want sy kanse om te ontsnap is dan een uit honderd. Op die manier het die vindingryke Carl Craemer ook aan sy einde gekom....."

Short notes on Armoured Trains

Principal Duties of Armoured Trains 1. In conjunction with columns in the field, to intercept the enemy whom the columns were driving on to the line. 2. To act on the flank of a column or line of columns, the train being well advanced so as to prevent the enemy breaking to that flank. 3. To reinforce stations and camps on the railway which were threatened by the enemy. 4. To escort ordinary traffic trains. 5. To reconnoitre. 6. To patrol by day and night. 7. The general protection of traffic routes.

The Garrison of Armoured Trains “..... The garrison of an armoured train was composite. In addition to the infantry escort, it contained R.A. and R.E. detachments. The latter consisted of one NCO and six Sappers, skilled in railway repairing work and in re-setting derailed engines and trucks; two telegraph linesmen, one telegraph clerk, two engine drivers and two firemen. All the men of this detachment were counted as effective rifles when the train was engaged, with the exception of the driver and fireman on the footplate; even the latter carried rifles in the engine cab to drive off an enemy endeavouring to gain possession of their engine.

It was important that the officer commanding the train should be a man of judgement and strong nerve. He was often called upon to act on his own responsibility. His strong armament and defences enabled him to attack superior forces. Yet his vulnerable points were many. He had ever to be alert that the enemy did not cut the line behind him. In addition to his visible foes and the constant risks of traffic in war time, he had to contend with skilfully used automatic and observation mines, and had to keep his head even amid the roar which followed the passage of his leading truck over a charge of dynamite, and then to deal with the attack which almost certainly ensued......

The danger from contact mines was to a certain extent obviated by a standing order that each train should propel a heavily-loaded bogie truck. Such trucks had low sides and ends; they in no way obstructed the view, or fire, from the train; and they performed the double purpose of exploding contact mines and carrying the railway and telegraph materials. The necessity for this propelled unoccupied bogie was exemplified on several occasions......

All trains carried a special gun-truck, on which was a pedestal-mounted QF gun. They carried also a machine gun at each end, arranged with a lateral sweep, to allow the fires to cross at either side of the train at a distance of from fifty to eighty yards.

Armoured trains were officially recognised as moving telegraph offices, and equipped with field sounders, vibrators, phonopores and telephones; and whenever trains stopped away from a regular office, which they did nearly every night, they were never out of communication with the neighbouring stations and blockhouses...... One of the latter improvements made to armoured trains was the addition of a strong electric light. The steam for the engine and turbines working the dynamos was supplied by a flexible pipe from the engine dome, the pipe being fairly protected by steel plates ....."

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Composition of a typical Armoured Train seen from front to rear 1. An open low-sided bogie wagon, loaded with railway stores (sleepers). This was pushed ahead of the train and provided some protection in case of a mine or a break in the track. 2. An armoured bogie vehicle equipped with Maxims and/or a one-pounder Porn-porn and fitted with an armoured roof to protect its occupants from plunging fire. It was manned by an infantry section. 3. Two or three armoured four-wheeled vans which acted as ammunition stores, living quarters, a telegraph office and searchlight carriers. The officer commanding the train had his headquarters in the telegraph van and was in communication with the other vehicles via an internal circuit. 4. The locomotive itself, comprehensively armoured with sheet metal. 5. A water tank. 6. An armoured gun truck, usually mounting a 12-pounder quick-firing gun. 7. Another armoured bogie truck, complete with Maxims and a rifle section.

II. The train incident at Tobias Spruit Thursday, 4 July 1901

The Situation on the Pietersburg - Pretoria Railway Line end of June 1901

Lieutenant-Colonel ADG Gardyne gives the following description in the Regimental History of the Gordon Highlanders:

".....Though train-wrecking had been frequent in some districts no attempt to interfere with the Pietersburg communications had been made up to the end of June, notwithstanding that the hilly and wooded nature of the country through which the line passed gave every opportunity to the wrecking gangs. Attacks on trains are, of course, a perfectly legitimate form of war, and stores, arms, and men therein captured are legitimate prize. But at this period the notorious Jack Hinton and his colleagues in the Eastern and Northern Transvaal were acting in a brutal and illegitimate manner after capturing a train: they shot many in cold blood and recurring cases of brutality had roused the resentment of the army to the highest pitch. Of course all trains were guarded; an officer and up to thirty men used to go up by one train, be relieved half-way, and return by the next. There were not yet enough armoured trucks to go round; soldier passengers usually camped as best they could on top of the loaded trucks: there was usually a coach for other passengers. The guard's van was generally more or less protected; it carried the mail and a soldier of the postal service. To minimize the effect of contact mines it was usual to put two or three trucks of sleepers or ballast in front of the engine...."

The peace was soon to be shattered and, on the 4th July 1901, the Pretoria - Pietersburg line suffered the first blow dealt to it by the Boers. The Official History refers to it as the ".... most striking event of July ...." and Lieutenant-Colonel Gardyne as the ".... glorious disaster of Naboomspruit....."

General C.F. Bevers' Movement Prior to the action at Tobias Spruit, General Beyers was at Rietvlei, a short distance west of Nylstroom, with 300 men. Here he was laagered on the farm "Die Oog" which belonged to a certain Gys van Rooyen. From here he went northwards with 70 men (150) with the purpose of disrupting the British communications.

The location of this action and the direction of the train

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Odendaal describes it as being ".... by die oorgang van die spoor by Tobias-zyn-dorp...... " On the 5th July 1901 Lord Kitchener telegraphed from Pretoria to the War Office that ".... A train from Pietersburg wrecked by Boers yesterday, 5 miles {8.05 kilometres) north of Naboomspruit...."

The crossing of the railway line with Tobias Spruit is located exactly 5 miles {8.05 kilometres} north of Naboomspruit and situated on the farm Tobias Zijn Loop (976). According to S.J. Lee the train approached from Naboomspruit. He did not, however, state his sources. From Kitchener's report it appears that the train in question was the down one, i.e. it travelled from Pietersburg in the Pretoria direction. He, however, clearly stated that this incident took place 5 miles (8.05 kilometres) north of Naboomspruit. According to HW. Wilson ".... The train in question was the down one. All went well as far as Naboomspruit, which station it left late in the afternoon...."

This can be interpreted that the train left Naboomspruit and, being the down one, after leaving Naboomspruit, travelled towards Pretoria, i.e. the attack then took place south of Naboomspruit.

J.F. Naude recorded that the train approached from Naboomspruit and was travelling ".....naar Pietpotgietersrust....." Lieutenant-Colonel Gardyne states that the train was ".....returning to Pietersburg....."

He had insight into an account of this action which was compiled the next day (5th July 1901) by five of the survivors.

There can be no doubt that the train which was attacked by General Beyers and his men, was indeed one that was travelling from Naboomspruit northwards in the direction of Pietersburg. According to sources it was a train carrying supplies.

The Escort of the Train It consisted of 28 (22) rank and file of the 2nd Battalion Gordon Highlanders under Lieutenant AAD Best. They were placed in ordinary - not armoured - trucks.

The Boer Attack An explosive charge of dynamite was carefully placed under the railway and the 70 Burghers deployed on both sides of the railway where they took advantage of the thick cover of the bush to lay and wait for a train to arrive.

The train, with its escort, left Naboomspruit at 3 p.m. and at about 3.15 p.m. there was an explosion which brought the train to a standstill. According to Gardyne the damage to the train being ".... a piston-rod was broken ...." Wilson and Naude state that immediately upon the explosion the train came to a standstill. The explosion resulted in the locomotive being damaged and the track destroyed whereupon the train left the rails.

The Burghers approached through the thick bush on both sides of the train and opened a heavy fire on it. They soon worked their way closer to about 70 yards away from the train from where they riddled it with bullets. The most casualties on the British side occurred in the first few minutes.

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The escort jumped out and started to return the fire. Some of them fired from behind the wheels or lay between the rails. Lieutenant Best was shot through the leg at the very onset of the fight but kept directing his men's firing. After a while, when there was a slack in the British fire, he went around the train to discover that his small force had suffered severe casualties. He, however, managed to reach the last carriage without being hit again and apparently on leaving it was challenged by the Boers and ordered to surrender, on refusal of which he was shot and killed instantly.

The fight lasted between 15 to 20 minutes after which the British, having five men left to fire a rifle, were overpowered by the Boers. From all accounts it appears that the Gordon Highlanders put up a brave defence. In a telegram, dd. 10th August 1901, from Lord Kitchener to the Gordon Highlanders, mention is made of a Commandant De Villiers who was present at the action and who surrendered to the British just after the action.

He apparently informed Kitchener about the brave defence of the Gordon Highlanders.

The Boers then took from the train, in the form of clothes and food, what they could carry away and then set fire to the rest whereupon they retired into the bush. Wilson states that they retired ".... when the approach of an armoured train was signalled....." This seems to be far from the truth.

According to Gardyne ".... It was late before word got to Naboomspruit and not until 10 p.m. did succour reach the spot....."

General Beyers and his men went from here back to Rietvlei, west of Nylstroom.

lll. The train incident at Hartbeeslaagte Saturday, 10 August 1901

General It was admitted, and in this case by the Official History, that train-wrecking was the most expensive of all operations. Kitchener, in his despatch to the War Office stated that, in his opinion, the train-wrecking expeditions brought discredit on the Boers.

The Location of this Action This incident took place about 6.7 miles (10.78 kilometres) south of Naboomspruit at the crossing of the railway line with the Hartbeesspruit on the farm Hartbeeslaagte (530). According to Lieutenant Gardyne it took place ".... About three miles north of Groenvlei (Green Swamp) - not half an hour from Nylstroom....."

The Boer Force Between 30 to 40 men of the Transvaalse Vrywilligerskorps under by Captain Oliver John "Jack" Hindon and Captain Henri Frederik Slegtkamp.

The Boers from the Eastern Transvaal to the Scene of Action: Hindon and his men's trek from the Eastern Transvaal brought them over the Springbokvlakte. One of the Burghers, Louis Jordaan, knew the area well. On the 6th August they rested at a place called Oosterhuisputte (or Holtzhausen's putte) where they spent the day in prayer. On the 9th August 1901 they reached a 42

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Black village (stadt) to the immediate east of Naboomspruit. Here they took care not to be noticed by the Blacks in this area.

They spent the day next to a spring and had picket posts placed between their camp and the railway line. Nothing happened and, in the evening, they trekked due south to a point east of Hartbeeslaagte and from there west to where the railway crossed the Hartbeesspruit.

Night of the 9th August 1901 The Boers brought their wagons nearer to the railway where it was carefully hidden in dense bush.

At 3 a.m. on the morning of the 10th August the 5 men who were to lay the mine went out to place it near the low culvert over the Hartbeesspruit, which at that stage was dry with only small pools of water along its course. They did send out scouts beforehand to reconnoitre the place.

Carl Cremer prepared the mine which was laid by Jack de Witt and Lucas van As on a position pointed out by Captain Hindon assisted by Captain Slegtkamp. It was laid about 20 paces from the culvert over the Hartbeesspruit. A copper wire was attached to the trigger (which was placed about 25 mm below the underside of the rail) and the mine was to be set off by pulling on it. The reason for this being that they then could choose which train they wanted to derail. They did not have any intentions of derailing an armoured train.

The Boers Deployed - Positions The horses were left in the care of some Burghers about half a mile {0.8 kilometre} from the scene of the action. This laagertjie was in the Hartbeesspruit. After securing their laager they went towards the railway. EJ Weeber later regretted the position they chose for leaving their horses ".....Daar was wel die groot, wyd oopgespoelde sloot of spruit, wat goeie skuiling aangebied het, maar ons moes ons perde baie verder opwaarts gelaat het. Dit kan ek nou sê in die lig van latere gebeurtenisse. Die vreeslike slagting wat later onder ons perde gevolg het, is bewys genoeg dat die vyand uit die trein ons perde kon sien....."

The whole area was covered by dense bush and shrubs, a fact that favoured the Boers. This cover enabled them to take up a position very near the railway line. Carl Cremer was appointed to set off the mine. He was positioned about 20 paces from the line, in dense bush, and had Willem Jordaan with him. According to Weeber it was Alex Jordaan.

Captain Slegtkamp, with 30 men, took up position in a donga right opposite where the mine was laid. Cremer and Jordaan were thus positioned in front of them and between them and the railway.

On their left Captain Hindon with some men took up position, about 40 paces from the railway line in a hollowed-out area with an embankment of about 3 feet high which offered splendid cover from any fire from the railway, while a Lieutenant Van Rensburg and some men took up position under the culvert over the Hartbeesspruit. They were posted there to deal with soldiers who might take up a position along the west side of the railway line. From the culvert they could then enfilade and threaten a possible British left flank. These positions were taken up before sunrise.

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Train Movements on the Pretoria - Pietersburg Line Hindon was aware of the fact that goods-trains were being sent up from Pretoria to Pietersburg on Wednesdays and Saturdays.

Three Trains Allowed to Pass Train No.1 At about sunrise, a loco with a few trucks which appeared to empty, arrived from the north and was allowed to pass.

Train No. 2 Between 8 to 9 a.m. a Black came walking along the rail with a train, coming from the north, following him at a distance of about 2000 paces. He was apparently sent ahead to examine the track and look for mines. The Boers succeeded in capturing him and took him off the scene. This was an armoured train and it slowly passed the Boers whereupon it came to a halt about 300 paces south of their position. Some of the soldiers got off and walked next to the train. After about 15 minutes the whistle was blown and the soldiers rushed back and boarded it. They then moved off in the direction of Pretoria.

Train No.3 Not long after the armoured train left a train carrying passengers arrived from the north and was allowed to pass.

Train No.4: The Action At about 2 p.m. a goods train with an armoured truck, carrying 2nd Lieut JLG Burnett and fourteen rank and file of the 2nd Battalion Gordon Highlanders and ordinary goods trucks arrived from the south. Immediately after the engine had passed, Carl Cremer set off the mine and the Boers opened fire on the train. The explosion caused eight trucks to go over the low embankment while the engine and some other trucks, although derailed, managed to stay upright.

Weeber described it as follows: ".....Die lokomotief het eers 'n slag in die lug gespring en toe van die hoe bruggie afgestort, gevolg deur 'n paar van die voorste trokke, sodat die omgewing bestrooi was met sakke suiker en ander eetware...... "

Upon opening fire, a flag (black cloth) was seen waving from a goods truck, carrying Boer women and children, situated behind the armoured truck carrying the soldiers.

Most of Hindon's men, thinking this to be a sign of surrender on the part of the British, got up and stormed the train. Some of them even managed to reach the engine when a murderous fire was opened on them from the troops in the armoured truck causing the Boers to suffer the majority of their casualties.

They immediately returned to their positions and resumed the fight. At this moment, to worsen affairs, an armoured train (commanded by Lieutenant GFS Tuke, Royal Garrison Artillery) arrived on the scene from the south and opened a severe fire with its gun and machine gun. Upon this the Boers retired with haste eastwards towards where their horses were left.

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During the retreat a bullet went through Jack Hindon's clothes and hit his horse in its head killing it instantly. He was given a lift on the back of Schalk van der Merwe's horse. The dense bush ensured the survival of the Boers. They could not be seen but the British kept up their fire till the Boers were way off the battlefield. They were literally carried off the scene of the action by the fire from the armoured train. They succeeded in bringing out 5 wounded men and all their wagons and carts.

Lieutenant Burnet, with 10 men, went after the Boers for about a mile whereupon he returned. The armoured train stayed on the scene during the night of the 10th. The following morning a breakdown train came to clean up the site of the action and the party were back at Pietersburg on the 12th August.

The day after the action Hindon sent two men into Naboomspruit under a flag of truce to enquire about his killed and wounded. He received a message from a certain Captain Pritchard that the British, apart from the seven killed that Hindon knew about, also buried Captain Slegtkamp and Jan Bezuidenhout. He was also informed that the wounded Botha and Pretorius would be court-martialled when they have recovered. This, however, never happened and they were eventually sent to a POW camp.

Note: The seven fallen Boers were buried in one grave on the scene by the British. On 9 August 1930 a monument, erected over the Boer mass grave, was unveiled. Oswald Pirow, the then Minister of Justice, performed the ceremony on behalf of the Dingaansfees Committee of Nylstroom.

The Death of Frans Smit Just after the initial storming of the train and the retreat under fire from the soldiers in the armoured truck, Frans Smit from Pietersburg was shot in the hip. Slegtkamp saw him lying wounded and ran forward to render help. Just as he was in the act of picking him up, Smit was hit for the second time and, being under severe fire, he was forced to leave Smit lying there and rushed back to his shelter. Slegtkamp then heard Smit's cries and decided to go and bring him into the safety of his own shelter. He called on a certain W Jordaan who was with him to assist him in bringing in Smit.

Just as they got out of their shelter to move forward, Smit was hit by a bullet for the third time whereupon they were forced to leave him lying there in the open to die.

The Death of Carl Cremer During the storming of the train Cremer apparently lost his folders ("Lorgnet") and to this the cause of his death was attributed. He was near-sighted and this may have caused him difficulty in getting away quickly and he probably decided to surrender, in this process then having lost his life. It was alleged that he was shot in cold blood after he had surrendered - there is, however, not enough proof to substantiate this claim. According to Preller ".....Daarom, - so werd altans deur sijn kamerade onderstel, - het hij toen besluit om maar oor te gee, seker daarvan dat hij in ieder geval

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niks gedaan had waarvoor hul hom kon fusileer nie. Hij is egter op die plek neergeskiet, - nadat aile weerstand van die kant van die verkenners reeds gestaak was....."

Egbert J Weeber's Escape "..... Ek het 'n paar nuwe velskoene aangehad en omdat die een my baie gedruk en seer gemaak het, het ek dit losgemaak om verligting te kry. Ek moes hardloop en oor 'n plas modderige water spring, toe die losgemaakte velskoen in die modder bly steek - en daar staan ek met die een voet kaal! Die modderwater het geleef en gebeef soos die swerm meksimkoeëls daarin neerslaan - elkeen 'n boodskapper van die dood. Nietemin het ek my verstout om om te draai en my velskoen op te raap. Met die geweer in die een hand en die velskoen in die ander kom ek toe net by 'n draai van die sloot, uit die slag van die koeëls ....."

On his way he found Stoffel Botha, with a bullet in the buttock. Weeber wanted to help him but Botha insisted that he be left there. A little further on he found Piet Pretorius, also severely wounded. He eventually reached the spot where they left their horses and where he was greeted by this scene: ".... Toe ek op die plek kom waar ons die perde gelaat het, kon ek nie help om na boontoe 'n uitroep van wanhoop te slaak nie. Die toneel voor my was afgryslik. Net waar ek kyk, Iê dooie en gewonde opgesaalde perde. My eie, goeie, dierbare, kosbare oorlogsperd hang morsdood aan die teuels waar ek hom die more aan die hoe mik van 'n boom vasgemaak het. AI wat ek in die wêreld besit het, behalwe my handperd in die laer en die klere aan my Iyf, was op sy rug en daar was geen tyd of kans vir my om iets te red nie.

Naby hom het my broer se perd gelê, 'n pragtige Arabiese blouskimmel ....."

A Sequel to this Story Thirteen years later EJ Weeber was the Headmaster of the Government School at Louis Trichardt and his brother Otto, Chief Inspector of Sheep of the Union. During a school holiday he was visited by Otto and they went hunting on Mara, at the foot of the Soutpansberge where they stayed at the house of one of Otto's inspectors, a certain Barend Bierman, whose parents were staying with him.

One night, after dinner, they were sitting in the kitchen where during the evening the conversation tumed to the Naboomspruit affair. Otto Weeber related how he was wounded and EJ Weeber told about the woman in the truck waving the black "flag".

Miss Bierman Senior (the mother of Barend Bierman) then said that it was her who waved the cloth and she produced an alpaca-pallium of the type that women used to wear in those days. She and some Boer women were on the train on their way to the Pietersburg Concentration Camp which they eventually reached despite the mishap to the train. lV. The train incident near Ganger's Cottage (472) Saturday, 31 August 1901

The General Situation Wilson described the period between the attack on the 81h and this one as follows: ".... For three weeks, since the derailment of a train at Naboomspruit, the line had been little troubled by the 46

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enemy. Traffic had not been interfered with, and the trains had run regularly, much as in time of peace. The blockhouses and fortified posts upon the railway were at that date few and far between. The section from Pretoria to Warm baths was in particular considered safe from molestation, as for months none of the enemy had shown themselves in this quarter. There was a good deal of traffic with the north, where was a large camp, containing Boer refugees, men, women and children, sustained by our army....."

Captain Oliver John "Jack" Hindon Described As already stated, the train-wrecking expeditions were referred to as being very expensive and the Official History referred to Jack Hindon as ".... a ruthless expert in this class of damage ...." In his second venture on the 31st August he was ".... terribly successful....." That he was not all popular, especially with the British, is a fact that cannot be denied. The Times History refers to him as ".... the notorious train-wrecker.....” Then later he is called ".... the famous train-wrecker ...." and finally just ".... the train-wrecker....." Wilson is a bit more drastically when he refers to Hindon as ".... the notorious Hinton, whose atrocities are so many that they defy enumeration....."

The Location of This Action The descriptions concerning where this event took place are given below for the purpose of pinpointing the exact location. As will be seen later on, 'eight of the soldiers who died in this action (Colonel Vandeleur was buried in Pretoria) were buried at Ganger's Cottage (472) who was situated about 5 miles {8.05 kilometres} north of Waterval North. A monument with a brass plaque containing the names of the deceased was erected over the grave. The base of this monument had been removed to the Garden of Remembrance at Petronella at the time when the graves were exhumed and the remains of the soldiers reinterred at the latter location. Part of the original plaque reads as follows: ".... the dynamiting of a troop train at this spot.....". Ganger's Cottage (472) being referred to as "this spot" was most probably the site or very near the site of the events of the 31st.

Descriptions of the site from various sources: ".... near Waterval, fifteen miles {24.14 kilometres} north of Pretoria....." ".... on the northern line between Waterval and Hammanskraal....." ".... Derailment effected in cutting....." ".... train to Pietersburg blown up and wrecked at kilo. 35...." ".... 3 miles (4.83 km) north of Waterval North...." ".... between Waterval and Hammanskraal Stations.....The spot chosen for this attack was a deep cutting....." ".... between Waterval and Hammanskraal Stations.....a deep cutting....." ".....waar die spoorwege deur 'n diepe uitgrawing gaat....." ".... Soon after the 301t1 kilometre was reached, a cutting was entered, and at this moment a heavy explosion was heard away to the rear of the train..... For somewhere about a mile {1.61 kilometres} it ran on, until nearing another cutting...." ".....Hulle het 'n mooi plek ontdek, 'n ingrawing van ongeveer tien voet diep en taamlik lank....." ".... at a spot near Hammanskraal, where the rails pass through a cutting...." ".... near Waterval, in a low cutting....."

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The Time ".... about 7 a.m....."

The Train As with the location of this event descriptions of this train taken from various sources are given below: ".... The train with its freight of soldiers, civilians, natives, horses, and merchandize....." ".... a mixed train, carrying supplies and passengers....." ".... the civilians on board the train numbered about twenty, while there were in addition a number of Blacks....." ".....Die trein - 'n gemengde goedere-militaire-persone en lewende hawe trein....." "...... The train was made up thus. First came three trucks laden with heavy logs, which it was hoped would explode any mine and so preserve the locomotive from injury. Next came the engine, and after it a water-tank, an armoured truck with the escort on board, and several other trucks filled with various supplies. At the end of the train were two carriages containing the passengers. These carriages were entered by means of platforms at the end of the coaches, and they were so arranged that their corridors were on different sides, thus rendering it impossible to pass down the train. Last of all came an armoured van in which rode a number of soldiers...."

The Escort 2 Officers and 45 men of the 2nd Battalion West Riding Regiment and details under Lieutenant- Colonel CFS Vandeleur (Irish Guards). Total about 60 in all.

The Boer Force About 20 men of the Transvaalse Vrywilligerskorps under Captain Oliver John "Jack" Hindon and Captain Henri Frederik Slegtkamp. Jack Hindon was joined by Commandant Groenewald with 100 men. A total of between 115 to 120 (from the Boksburg & Johannesburg Commandos}.

According to the Official History Hindon's men numbered 250.

Awaiting the arrival of the Train (No 4) They neared the track early in the morning while it was still dark and left their horses in the care of some Burghers about a thousand yards from the place. Two mines, prepared by Captain Henri Slegtkamp, were laid and the Burghers then took up position in a donga about 10 paces from the track. Jack Hindon and Slegtkamp each held a wire. Slegtkamp the first from the Pretoria side and Hindon the second. Early on the morning of the 31st a Black, walking along the railway and apparently inspecting the rails, was taken prisoner by Paul Wemmer. This happened a short while before the arrival of the train from Pretoria.

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The Action The train left Pretoria early on the morning of the 31st August 1901 somewhat later than the official starting time of 4 a.m. because of a little delay in getting off.

All went well and soon after the 30th kilometre was reached it entered a cutting. A heavy explosion was heard to the rear of the train. This explosion destroyed the line to the rear of the train. The train, however, went on for another mile {1.61 kilometres) when it neared another cutting. On entering this second cutting a mine was detonated and the rear part of the train left the rails while the engine with the three trucks in front of it remained upon the rails. The driver and the stoker then managed to escape unhurt.

The Boers then immediately opened fire on the train from the banks of the cutting. Colonel Vandeleur, who was travelling in one of the carriages, went into the women's compartment where he ordered them to lie down to save their lives. He then left the carriage to go to his men and upon leaving it he was shot and killed instantly. At the same instant a Mr Birso, an employee of the Cold Storage Company, was mortally wounded while Captain Ackworth and several men were hit. The rest of the officers rushed towards the armoured van to the rear of the train, but upon reaching it found that the door was stuck.

The fight, which lasted about 10 to 15 minutes, was brief and severe. On this occasion Henri Slegtkamp used hand-bombs made from condensed milk tins filled with dynamite and stones, and these were thrown under the trucks to dislodge the soldiers hiding there. He described the scene of the derailment in his memoirs: ".... Die waens het in 'n hopelose verwarring oormekaar gelê. Dooie perde het hier en daar uitgesteek. Party van hulle was platgedruk tussen die trokke en daar het lyke gelê wat heeltemal vermink was....." The Boers then helped themselves to what they could carry away. Some of the Boers also took personal luggage including some of the women’s (luggage).

On the 5th September, a certain Burgher Bam who was present at the fight, joined his commando on the banks of the Olifants River in the Eastern Transvaal having ".... a new water-bottle, new cartridge belt, a Lee-Metford, and a felt hat belonging to the West Ridings ...." Roland Schikkerling described him as ".... He looked as if he had been plucked from a Christmas tree. He brought out tinned dainties from time to time to strengthen our meagre meal ...."

Preller noted that "..... Die buit was die moeite werd. Daar was 'n oorvloed van ammunisie, en ook 'n aansienlike hoeveelheid dinamiet. Buitendien was daar waans vol suiker, koffie, sout, tee en ander op-kommando erg nuttige voedingsmiddels.....en toen werd die meegebrengde pak-perde opgelaai met netsoveel als hul kon meevoer, maar hoofsakelik leemetford-patrone en dinamiet ....."

Wilson recorded that ".... They secured a good amount of money; there was a sum of £600 of army funds on board the train, and from some of the passengers they obtained considerable amounts. One unfortunate British private was deprived of £40 of hard-earned savings ...."

Lieutenant-Colonel Gardyne recorded what happened to one of the passengers as follows: ".... 2nd Lieut. MacMillan of the Highlanders, a passenger on his way to join, was slightly wounded. All on board were robbed of money, watches, clothing, and boots. But MacMillan, while accepting the

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inevitable loss of boots and jacket, protested forcibly when his kilt was demanded and finally preserved his tartan and his decency ...."

In another incident four Burghers found a case of money - said to contain 20000/- which they looted, and then deserted their commando. Just after leaving the scene of the derailment and on their way to De Wagen Drift, Hindon was informed by Commandant Groenewald that one of the British officers alleged that an amount of £20000 was taken from the train by some of his (Hindon's) men.

The very same night (night of the 31st), four Burghers of the Johannesburg Commando disappeared. They apparently later joined the commandos of General De la Rey. Captain Henri Slegtkamp recorded that a certain Major Thorald told Hindon about an amount of £20000 on the train and insisted that Hindon immediately take possession of it. When they reached the safe they found that it was already blasted open with dynamite and the money gone. This incident was also recorded by Egbert Weeber who was absent at this fight.

Before leaving the scene of the battle the Boers set fire to the train whereupon they moved off in the direction of De Wagen Drift.

A construction train left Pretoria at about 12.45 p.m. and a hospital train immediately after to the scene of the derailment.

Boer Losses According to Preller the Boers suffered no casualties. A British source stated that one Burgher was accidentally slightly wounded.

On the 8th September 1901 Burgher Frederik L Rothmann received an "Oorlogsbericht" from the Commandant-General while on outpost duty at Lydenburg and in quoting from it mentions a Lieutenant Smit (Johannesburg Police) from Commandant Groenewald's Commando killed and two Burghers slightly wounded in this action. This information should, however, be treated with caution.

The Story of Nurse Page's Wounding HW Wilson gives a graphic account of how Nurse Page was wounded. Although it may appear far-fetched and despite Wilson's reputation of being biased the fact remains that Nurse Page was wounded. She was also mentioned by Conan Doyle. In the extract from a letter, dd Ermelo, 17 September 1901 from Vice- President (Acting President) SW Burger to Captain OJ Hindon (reproduced further on in this) mention is made of the following complaint by Lord Kitchener namely: ".....Lord Kitchener het 'n klag gerig aan die komdt.-genl. teen die gedrag van uw manne bij die neme van die trein te Hammanskraal. Hij stuur 'n beëdigde verklaring, dat een van uw manne tweemaal met 'n revolver geskiet 't op 'n verpleegster met die naam van Cora Page....."

Wilson's account is therefore then reproduced here: ".... In the women's compartment meantime a horrible deed had been perpetrated, it would seem, as an act of revenge. A nurse named Jacoba Page was in this compartment with two Dutch ladies 50

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and several children. The children had been placed under the seats for security, and the women lay by them on the floor. A Boer came into the compartment and looked at the terrified group. As he looked, he seemed to recognise the girl Page. He said to her, "Don't you come from Woodbosch?" a farm near Pietersburg. She rose, confronted him, and answered that she did, whereupon he deliberately raised his rifle and fired at her, shooting her in the leg, though fortunately without inflicting more than a flesh wound. She fell with the words that she was "done for!", whereupon the ruffian fired at her again; though without hitting her. The terrified women in the compartment besought him to spare her, and one of them seized his rifle, preventing him from firing a third shot. They pleaded with him, and while they were pleading a man who seemed to be a leader came up, and ordered him to cease firing and to leave the women alone. The girl Page struggled to her feet, terror-stricken and made her way into another compartment, where she collapsed fainting ...."

Train-Wrecking Criticised by the British & Complaints Regarding the Taking of the Amount of Money as Well as Women's Luggage on the 31st

Lord Kitchener’s criticism

"..... Although it may be admitted that the mining of railways and the derailment of trains is in no way opposed to the customs of war where any definite object is in view, it is impossible to regard senseless and meaningless acts of this nature, which have no effect whatever on the general course of operations, as anything better than wanton murder ....."

Reaction on Kitchener's complaints regarding the money taken from the safe on the 31st as well as the taking of women's luggage and the wounding of Nurse Page

Extract from a letter, dd Ermelo, 17 September 1901 from Vice-President (Acting President) SW Burger to Captain OJ Hindon "..... Dit spijt mij om te vemeem dat die geld wat daar op die ontspoorde trein was, verdwijn is. U verwijs die geval naar die Komdt.-genl., maar U moet naar genl. Muller gaan, wiens plig 't is alles in sijn vermoe te doen om die diewe te ontdek.”

Lord Kitchener het 'n klag gerig aan die Komdt.-genl. teen die gedrag van uw manne bij die neme van die trein te Hammanskraal. Hij stuur 'n beeedigde verklaring, dat een van uw manne tweemaal met 'n revolver geskiet 't op 'n verpleegster met die naam van Cora Page. Dit is derhalwe mijn begeerte dat U beedigde verklarings oor hierdie aangeleenheid moet inwin....."

Immediately upon receiving this letter Hindon held a krijgsraad where all the members of his corps who were present at the action were questioned under oath. Nobody, however, did this or saw somebody doing it.

Hindon, however, admitted that, against his orders, the luggage of the women on board the train "nie geëerbiedig werd nie" {translation: - not respected} .

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The Boers Pursued After this affair the Boers went towards De Wagen Drift (453), situated about 19 miles {30.6 kilometres} east of where the derailment took place.

A column, operating near Hekpoort in the Moot, was sent by Major-General G Barton after them and consisted of the following: • 200 Mounted men • One company of Infantry (about 50 men), • 2 Guns Royal Horse Artillery • all under Lieutenant-Colonel F Hacket-Thompson (Cameron Highlanders).

They went from Hekpoort through Silkaat’s Nek and reached the scene of the derailment on the 1st September. At Waterval the trackers of Ross's Scouts joined the column. From here the column had a rapid trek east and reached the farm Boekenhoutskloof (384), situated about 7.5 miles {12.07 kilometres} west of De Wagen Drift (453) on the 2nd September. A deserted camp and a solitary Burgher, who was shot, was found there. In the camp the British found a great quantity of clothing, books, portmanteaus and whiskey bottles.

The next day (3rd September) the pursuit was resumed and the British encountered the Boers, who were by now joined by other commandos, in considerable numbers at De Wagen Drift (453). A sharp fight ensued and the Boers retreated towards Tweefontein (529), about 18 miles {29 kilometres} north-east of De Wagen Drift (453) leaving four dead on the field.

A running fight was carried on between De Wagen Drift (453) and Tweefontein (529) and beyond Tweefontein it was decided that it was not advisable for a small column to pursue. The British column accordingly marched back to Eerstefabrieken where they entrained for Pretoria. They were back at Waterval on the 8th of September.

Some illustrations relevant to the above article

These photographs were taken near Petronella next to the Pretoria – Pietersburg Railway, at the monument and graves of the British who died in the various attacks on the trains by the Boers - HBH

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Somebody has tried to steal the brass plate – These men died on the 31st August 1901

A loco of the Pretoria-Pietersburg Railway Company

[Diagram adapted from Holland, DF: SAR Locomotive Diagrams 3’6’’ Gauge, p 7.]

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ORANJE VRIJSTAAT SPOORWEG (OVSS)

As far as railways were concerned the Orange Free State Railways were comparatively late comers. They were established during 1897 on the 1st of January. Prior to their own railway, they had by prior arrangement with the CGR had the line extended from Norval’s Pont to Viljoen’s Drift on the ZAR border extended. It was originally the CGR line. Viljoen’s Drift was reached early during 1892. The CGR had a virtual monopoly on all goods from the Cape to the Witwatersrand. 7

Mr Les Pivnic8 reports: """""All the original OVSS engines and rolling stock were bought from the CGR including the 2-6-0 type built by Beyer Peacock for the CGR and shown in the last photo. Later, the OVSS ordered 6th class type engines new from builders in the UK. So, to answer your question: the engine in the last photo was indeed used on the OVSS but bought from the CGR.""""""

7 Steam Locomotives of the SAR, Vol 1 (1859 – 1910) by DF Holland – HBH. 8 Former Assistant-Curator SAR Museum, Johannesburg – HBH. 54

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Somewhere on the NGR System:

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• Roodewal: OFS: Sketches by Capt S St Leger

Burnt out Train and Station

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THE ANGLO BOER WAR: THE GUERRILLA PHASE

After Pretoria was captured President Kruger and his staff had already moved east. To avoid capture Pres. Kruger and his staff went by train from Waterval Onder to Komatipoort on their way to Delgoa Bay (Lourenco Marques now Maputo). Here they departed in the Gelderland a Dutch warship sent by Queen Wilhelmina of the Netherlands to convey Pres. Kruger to Europe. This was done to avoid capture by the British.

After the Boer railways were captured by the British forces the railways in the Free State and Transvaal were consolidated into the Imperial Military Railways. Former ZARP, Jack Hindon, from Irish decent, became a famous train wrecker on the Boer side. There are many memorials at places along the Pretoria to Pietersburg railway line where he wrecked British trains. With the two Boer armoured trains captured the British Forces had numerous armoured trains with search lights and hospital trains.

The Boers could only use their horses, wagons and carts. In the guerrilla stage it was the British Quartermaster who in fact supplied the Boers with uniforms, rifles, other war materiel and food and drink. Many British trains were derailed, wrecked or captured and the proviant including fresh horses were “acquired” by the Boers.

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• Train wrecked by Boers

• 1900-02-25: Boer POW’s from Paardeberg

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NATAL GOVERNMENT RAILWAYS

The Natal Government Railways (NGR) of the Colony of Natal had a very well-developed railway system which goes back to 1860 with the first operational railway in Southern Africa from Point to Durban was inaugurated. The NGR was quick to exploit the fact that Durban had a good harbour and expanded the railway from Durban to join the NZASM-line at Heidelberg. The border town for the NGR on the Transvaal line was Charlestown. To catch some farming exports the line was extended from Ladysmith to Harrismith in the Free State. (In 1906 the line was extended to Kroonstad.) Branch lines ran to Richmond and Dundee whilst there was a North Coast and South Coast line for sugar cane. There was also a line to Wests serve the harbour and the whaling station.

Natal being a British Colony threw their weight in behind the War effort on the British side. NGR supplied armoured and hospital trains. The Princess Christian Ambulance train was world famous. The capture of Winston Churchill and the Armoured Train at Chieveley (near Frere) during November 1899 and his subsequent escape was well publicised.

The NGR played an important role to move men, materiel, proviant, horses, mules, guns and other war requirement from the harbour to the front in Northern Natal and towards to ZAR.

Troops in open trucks, note boiler on truck. It is thought that this photo was taken at Frere in Natal.

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Princess Christian Ambulance Train [NGR Magazine, April 1906, p 246] 60

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Princess Christian Ambulance Train at Colenso – Original bridge destroyed by the Boers.

Princess Christian Ambulance Train was later painted White – I think to distinguish it from normal passenger trains and to make it more visible as an ambulance train from far away – HBH. 61

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Sister Jones

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Princess Christian Hospital Train: (The late) Ray Ellis (Australia)

The Princess Christian Hospital Train was not the first hospital or ambulance train in the world. Such trains, generally adapted from suitable rolling stock (parcels vans, and brake vans, were particularly popular because of their suitability), dated back to the Franco-Prussian War of the 1870s. Their early use was made possible by iron frames for ambulance-type stretchers of a French pattern which could be erected to be fitted into any available and suitable vehicle. An early convert to the concept of such trains was Sir John Furley, one of the founders, and British head of the Red Cross. For some years he urged the authorities to provide hospital trains for the troops in India, where fighting of one sort or another was almost always going on. Drawing on this experience, Furley was much involved in the planning, laying out, and construction of this, the first purpose-built hospital train, for service in South Africa. There were other hospital trains in South Africa, but these were all adapted/rebuilt from existing vehicles, using equipment of the previously mentioned French pattern, a quantity of which was sent to South Africa at the start of the war.

The Princess Christian Hospital Train was named after the Royal, Princess Christian (b.1846 d.1923), who was the third daughter of Queen Victoria (who died during the Boer War, in January 1901), and like many of her contemporary Royals, married into the German Royal Family in 1866, marrying Prince Christian of Schleswig-Holstein, and having five children. The eldest son, Prince Christian Victor, or “Christie” as he was known, became a British Army officer, and served with the 60th Kings Royal Rifles, who went to fight in the Boer War in 1900. In October that year he came down with malaria, and died of enteric fever that same month, aged 33, and was buried in Pretoria cemetery. A not uncommon fate for many participants in the Boer War.

Princess Christian severed all ties with the German Royal Family in 1917 as a result of the First World War (she and her husband had always lived in England). She had and maintained a keen interest in nursing, and had much to do with the establishment of Army nursing, so it is not surprising that she and others contributed to this Hospital Train (PCHT 1), the first purpose-built hospital train to see service with the British Army. It was a forerunner of many such, but much larger, standard gauge trains that saw service with the British Army (and the US Army) in the First & Second World Wars. What is not generally known, or accepted by some, is that there was also a Princess Christian Hospital Train in WW1, AT No. 15, which went into service in France on 1st June 1915, and was the second Princess Christian Hospital Train (PCHT 2).

This was a totally different train to the 3ft 6ins gauge example which went into service in the Boer War in South Africa. This confusion was exacerbated by the caption to a photo in a book on the builder, the Birmingham RC&W Co., of Smethwick, near Birmingham, by the authors of the book on this builder, Hypher & Wheeler. Their caption to a photo of the WW1 standard gauge train says that it was the train used in the Boer War, and that it was destroyed by the Boers! [They tend to blame us for everything! LOL – Hennie]

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What is interesting, however, is that the South African Princess Christian Hospital Train was used as a prototype for the standard gauge examples built for a later conflict. The layout of the PCHT (1) was of made up of seven carriages, and Plumridge had this to say about it:

This train was specially constructed in England for use with the troops in the South African War. It was made up of seven bogie corridor coaches each about 36ft long and 8ft wide with a 2ft 6ins continuous passage running through the centre. With a total length of 250ft it accommodated 74 lying patients and its staff. It was painted white for identification purposes and when the coaches arrived from England the train was assembled at Durban in February, 1900.9

The first coach was divided into three compartments, one for two nurses, one for two invalid officers and the third for linen and stores.

The next coach was similarly divided, the first compartment for two medical officers and the others for use as a dispensary and dining room respectively.

The four ward coaches each accommodated eighteen patients and four orderlies. The beds which were in three tiers were so arranged that they could be lifted out of the coaches. They were fitted with cupboards and drawers for linen, clothing, medical and surgical supplies, crockery, cutlery, glass and provisions. There were two lockers in the roof also for linen. Each ward coach had a stove and washing and toilet facilities.

The last coach was a kitchen with berths for two cooks and also a compartment for the guard.

There were large cisterns for cold water storage and two large filters and a refrigerator on the train.

It had enamelled white ironwork and fittings and bright draperies and was light and airy. To shelter invalids who were exposed to the sun when they were being entrained there was an awning suspended from hooks over the carriage doors supported by telescopic iron posts.

In the centre panel on the outside of each coach was a Red Cross on a white background encircled by the words 'Princess Christian Hospital Train'. It carried the Union Jack and the Red Cross in sockets at the head displayed in accordance with Article VII of the Geneva Convention of 22 August, 1864.

The second WW1 PCHT (2), in contrast, was made up of nine corridor cars, each 55ft long, with a total train length of 702ft!

There was also a Princess Christian Hospital in Natal. This was located at what is today Fairydene Village, a retirement complex for senior citizens, and is situated in Pinetown on the old

9 1 Note the width of our coaches; SAR rolling stock were fitted with 4’ 8 /2” bogies in some cases in the UK and taken to harbours for export to South Africa. See Les Pivnic’s book on SA Dining Cars – HBH.

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NGR main line, a short distance from Sarnia station where, the PCHT, and other hospital trains discharged. The patients were then taken by road up the hill to the hospital.

Sources

• The Princess Christian Hospital Train, by G.J. Stoker, Railway Magazine, February 1900. • Princess Christian’s Hospital Train, South African Transport, April 1997. Hospital Ships and Ambulance Trains, by Lt. Col. John Plumridge, 1975. • Princess Christian Hospital Train, The Locomotive, 15th May 1915. • Hospital Train for South Africa, The Locomotive, January 1900 • Detailed History of the Railways in the South African War, 1899-1902. Vols. 1 + 2; Royal Engineers Institute, 1904. • Wikipedia, Princess Christian and family. • Princess Christian Hospital at Pinetown Bridge, by S.A. Watt, Military History Journal, Vol. 11, No. 1, June 1998. • SA Rail, various issues, but particularly Vol. 44, No. 4, 2006. • Birmingham Railway Carriage & Wagon Co. – A Century of Achievement – 1855 - 1963, by John Hypher, Colin & Stephen Wheeler, 1995. • British Carriage & Wagon Builders & Repairers – 1830 - 2006 by Chris Sambrook, 2007.

There scene where Churchill was arrested at Chieveley

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An NGR Armoured train.

A gun – named Lady Randolph Churchill - mounted on an NGR well-truck – HBH.

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“Hairy Mary” covered with ropes to protect boiler. Below “Hairy Mary” a.k.a. Havelock without her wig.

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Bridge over the Tugela River destroyed by Boers – HBH. NGR: Anglo-Boer War: WSL Churchill & HMAT SOUTH AFRICAN RAILWAYS AND HARBOURS MAGAZINE October 1921 p. 687.

• After 40 years’ service – Retirement at 65 Among the many retirements from the Railway Service which have recently taken place, not the least interesting is that of Mr. J. W. Thompson (photo), who for the past five years has been gateman at Newtown, Johannesburg, and who went on pension at the end of August last.

Altogether he has had 41 years' service on the railways in South Africa, nearly 10 years of this lengthy period being on the C.G.R., 14 years on the N.G.R. and the remainder on the C.S.A.R. and the S.A.R.

Born in Annan, Dumfrieshire, in March, 1856, his first experience of railway work was with the Glasgow and South-Western Railway Company, in 1874; he served with that company until 1879 and then came out to South Africa under contract to the Cape Government Railways.

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One of the interesting experiences in connection with Mr. Thompson's railway service occurred during the Anglo-Boer war when he was one of thirteen plate-layers travelling on an armoured train between Chieveley and Frere stations, Natal. The military force on the train consisted of 100 men of the Dublin Fusiliers and a few of the Durban Light Infantry, while a passenger on the train was Mr. Winston Churchill, then a war correspondent for two London papers.

The train ran daily between Estcourt and Colenso and was frequently sniped by Boer marksmen, but during its trip on the 15th November, 1899, it was fired on heavily by a Boer commando and as a result one of the trucks was overturned and the others derailed. A number of those on board the train were wounded and others injured by the over-turning of the trucks, among the latter being Foreman Thompson. After being under fire for about an hour and a half, 20 men, headed by Mr. Winston Churchill, succeeded in getting the train righted and the wounded and injured were conveyed to Estcourt.

Shortly after this incident Mr. Churchill was captured by the Boer forces and was imprisoned in Pretoria. The following letter was shortly afterwards addressed to the railwaymen concerned by Lady Randolph Churchill:

Engineer in Chief's Office, Maritzburg, December 29th, 1899. For your information I have to forward you a copy of a letter received from Lady Randolph Churchill, which is as follows: —

" Sir, —

I wish to thank you on behalf of my son, Winston Spencer Churchill, now a prisoner at Pretoria, and the employees of the Armoured Train, who so generously recorded in the letter which you forwarded to the General Manager of Railways, their opinion of him and what he did for them. I need hardly say how grateful I am, as his mother, to have this tribute of brave men to a brave man, nor how much I appreciate their thoughtfulness in expressing it. Please convey my sympathy to the wounded among them. Trusting they are doing well,

Believe me,

Yours faithfully,

(Signed) Jeannie Randolph Churchill."

Foreman Thompson, c/o Inspector Snow, Pinetown.

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• Elandslaagte during the Boer Occupation

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IMPERIAL MILITARY RAILWAYS After the two capitals of the Boer republics fell into British hands the British Forces took over the railways in the two former republics and operated a railway styled the Imperial Military Railways. The military railways were very effectively run by Colonel Sir EPC Girouard. They even had an own Railways Police. They also built some of their own rolling stock.

If you ask me, the General is on a hunting trip!

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• Imperial Military Railways During the Second Anglo-Boer War, control of the Transvaal railways was taken over by the Imperial Military Railways, but the NZASM did not entirely cease as an entity until 13 October 1908, when all its assets were taken over by the Central South African Railways (CSAR), which had been constituted, shortly after the peace, as the civil administration to take over from the military. The control that passed to the CSAR included all the railways in operation during the existence of the two Boer republics. Ref: http://myfundi.co.za/e/South_African_Railways_I:_Ownership_through_the_years [4 May 2011].

• Grave: IMR Fireman Arthur E Frees and IMR Guard Thomas Ingoldsby

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• Grave: IMR Engine Driver Harry Wright

• CSAR – ex NZASM Coach

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• Anglo-Boer War: IMR Locomotive

CENTRAL SOUTH AFRICAN RAILWAYS The CSAR was established in 1902 to take over the Transvaal and Free State railways from Imperial Military Railways. The Transvaal section of the network was primarily under the control of the NZASM, which was taken over by the military shortly after the outbreak of the war in 1899. Before the unionisation, the CSAR preferred to maintain its own railway line to Lourenço Marques rather than provide the Cape with transportation services. Ref: http://myfundi.co.za/e/South_African_Railways_I:_Ownership_through_the_years [4 May 2011]

CSARV Nongqai Jan 1945-10. 75

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Supply Train wrecked by the Boers during February 1900.

• Leith Paxton: No 438 CSAR “Joseph Chamberlain”

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Central South African Railways, Class 8-L1, No.438 Photo: Leith Paxton Collection.

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CAPE GOVERNMENT RAILWAYS The Cape Colony had the Cape Government Railways (CGR) which, for its time, was a well-developed railway system. The railways fanned out from the various harbours at Table bay, East London, Port Elizabeth, Port Alfred and a line that ended near Simon’s Town Naval Dockyard. The main line from Cape Town ran via Kimberley to Bulawayo – all part of Mr CJ Rhodes’ scheme of a Cape to Cairo railway line.

There we many Afrikaners in the Cape Colony unlike the Colonies of Natal and Rhodesia. The Cape Colony had a more guarded approach to the support of the British war effort. There were Afrikaners in government as well.

The Boers had initial successes but later they swayed before the mighty British Empire, once the two Boer capital cities in the Boer republics were captured the Boers engaged in guerrilla warfare. This guerrilla warfare and their invasion into the Cape Colony kept the British and Colonial forces busy as well as the railways to supply war needs.

During the Anglo-Boer War the 12 pounder Quick Firing gun truck was developed by the British forces for service in South Africa against the Boers.

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• Armoured Train: “Semper Fidelis”

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A British Armoured Train

CGR Ambulance Train

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• CGR: Troop Train

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1899 – 1902: RAILWAYS: ANGLO-BOER WAR: N MOOLMAN These photos first appeared in the SAS-SAR Vol 8 No 4 compiled by Hennie Heymans:

• The Bucket / Die Emmer Die emmer op die trok vasgemaak / The bucket fixed to the side

Nico Moolman is the author of various books, mainly on our South African history and culture. We had a long telephonic conversation about the bucket hanging on the goods truck next to the passenger saloons. It is Nico’s contention that the bucket was used as a toilet. After all it was

POW’s being conveyed. The train was on the move and what do you do when you have to go?!

I do not agree. I think the bucket was used to obtain hot water from the engine for making tea (or even mealie porridge). I base my perception on the British Army’s Standing Orders for Railway Staff Officers. I am counting on my memory and I hope it serves me correct: The order said that when possible and if the train stopped at meal times the soldiers had to fetch boiling water from the engine. They then had tea and hard biscuits (hardtack) for lunch and dinner.

If you had to do “number one” I think it was done over the side. The Army waits for no man to do “number two”. It shows no courtesies in that regard to either prisoners or soldiers in that regard. Number two was done at stops in the veldt under the watchful eyes of the armed guards.

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So, I say the bucket was for boiling water for tea – sorry, no instant coffee for the Boers!

• NZASM No 16

• Damaged Armoured Train

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• Somewhere in the Cape

What would appear to be Boers and Tommies somewhere in the Cape – note the lamp post. I have seen these lamp posts in the Cape at CGR stations.

Same place – different angle

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• Another armoured truck with a bucket

I would say the bucket was used for tea.

• NZASM Loco’s and Ambulance Train

One loco has the number 224. I think this train was still in the hands of the Boers – looking at the train crew. 85

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• ‘Kimberley se Trein’

• British Armoured locomotive

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• Locomotive: “Stormberg”? Cape Town Harbour

• Somewhere in the Old Transvaal (ZAR)

A NZASM locomotive: It could be in the Zuid-Afrikaansche Republiek (ZAR) when the line was constructed or when the Boers invaded Natal near Ladysmith? It certainly looks like some kind of a picket. Any comments from our readers?

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ARMOURED TRAINS The Navy and Army Illustrated: September 1902 p 608 (Via Elne Watson)

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RHODESIA

The railways in Rhodesia played a significant role in the War, especially during the siege of Kimberley and Mafeking.

RAILWAYS: CONCENTRATION CAMPS

• 1902: Doornbult Konsentrasiekamp: Oranjerivierstasie

Trein laai kole af | Train dropping coal for making fire to cook etc.

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• War’s End: “Bring my terug na die Ou Transvaal” (HBH)

This photo was most probably taken in Natal somewhere taking “Boers” back home. The coaches and locomotive appear to be from the NGR – HBH.

Filler: A British Armoured Train

Flag of the Cape Colony

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SA CONSTABULARY COACH

South African Constabulary [SAC]: Reserved Saloon: Brig Hennie Heymans

Coach built by Brown and Marshall, Birmingham, 1893.

A photo of a coach marked “South African Constabulary” has come into my possession. The original photo was obtained during c. 1989 from the former South African Police Museum in Pretoria.

The curator Lt.Col. “Lappies” Labuschagne who knew that I was “interested in trains”, gave me a copy of the photo. There was no information available about this coach in the police museum.

• The beginning of the Search A photo thereof with a request for further information appeared in the SA Rail and Harbours magazine. No information was offered.

Enquiries were made at Railway Head Office, which drew a blank. The history of the coach remained unknown. I spoke to Mr. Mervyn Mark and followed the enquiry up by sending a fax to fellow enthusiasts, without avail.

I learnt of the Railway History Group (RHG) in Cape Town, and I joined them. Later I sent them an enquiry about the coach. Again, no information was obtained!

Later I thought that the photo was a propaganda photo taken during the Anglo-Boer War or that it was used for recruitment purposes. But I did not give up hope!

Breakthrough during a chance encounter:

One day I bought a few boxes containing old SA Railways and Harbours Magazines and old SAS- SAR’s. While paging through a 1959 copy, not looking for anything in particular, I came across an article by a certain Mr. Holtz. He has the following to say about a coach used by Baden-Powell: 91

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“At Modderfontein10, near Johannesburg, a disused railway coach with a background11 can be found, minus its wheels and resting on a brick foundation, in the recreational area of a huge chemical and explosives plant. This old coach was used by the late Field-Marshall Smuts when secretary (sic) of the Zuid-Afrikaansche Republiek12. Later, the coach was used by Robert Stephenson Baden-Powell13 of Gilwell14, the founder of the Boy-Scout movement. Incidentally, Baden-Powell was the god-child of Robert Stephenson, son of the father of railways15”

• Comment by HBH To date (1999) no identifiable reference of this coach can be found in the CSAR information that I have collected.

If this coach was indeed used by General Smuts, it seemed logical that the British Army took possession of it as part of the spoils of war. President Kruger’s coach [later CSAR No. 20003 / SAR No. 17] went to the GOC, Lord Roberts, so why not General Smuts’ coach to the Inspector- General [i.e. Commissioner] of the SAC?

Some form of poetic justice?

Or maybe there is some ancient Law of Military Succession that provides for this type of eventuality? [Staatsprokureur J.C. Smuts was de facto and de jure overall in charge of the ZARPs16 and in a functional way then General Smuts was succeeded, as Attorney-General of the former South African Republic, by Lieut. -Gen. Baden-Powell.]

The Imperial Military Railway [IMR] controlled the railways in the conquered ZAR and OFS. Lt.- General Baden-Powell was a living hero, so it presented no problem! In war anything is possible! Soldiers are normally known for their fighting prowess and not for their literary ability! In war not everything is recorded.

Later the coach was staged at Modderfontein and finally it ended up as a club.

I feel we have solved the riddle of the SAC coach, but now we have to prove it!

• Further Investigation I made several phone calls to the Modderfontein Dynamite Factory. There was a super lady on the switchboard, Ms Susan Kruger, who knew everything I wanted to know. She referred to me to a few people who “knew something about trains.” Speaking to a particular gentleman one day, a lady in his office by chance overheard our conversation and she, later identified as Ms Suzette

10 Modderfontein was the first HQ of the SAC. 11 With a historical background 12 Dr WJ Leyds was the State Secretary of the old ZAR. 13 Lieut. -Gen. and Inspector-General of the SAC. 14 Apart from Baden-Powell’s own Gilwell the HQ of the Scouts on the West Rand is also called Gilwell. 15 See South African Railways and Harbours Magazine March, 1959, p 226 –227. 16 The police of the South African Republic (later the Transvaal Colony). 92

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Kotze, volunteered some information to assist with the enquiry. Ms. Kotze was the historian and she worked in THE DYNAMITE COMPANY MUSEUM, Modderfontein.

We had a few chats but the bottom line was the coach had been donated to the Scout Movement somewhere on the West Rand near Florida.

On the 20th of October 2000 she wrote me a letter. Attached to the letter, as an annexure, was a document entitled: SOME ASPECTS OF LORD BADEN-POWELL AND THE SCOUTS AT MODDERFONTEIN by KARL KOHLER17 dated 12-9-87.

I have taken the following excerpt from Mr. Kohler’s notes she sent me:

“””” As the pace of training and posting out from Modderfontein increased more districts were provided with police coverage and it became necessary for General Baden-Powell to visit them and inspect their activities and establishments.

Lord Roberts had gained considerable quantities of railway rolling stock when he captured Pretoria and assigned the Transvaal’s State Secretaries’18 coach, which had been used by Dr. Leyds19 [see photo below] and General Smuts, to General Baden-Powell. This coach was extensively utilized on regular inspection trips to the far distant ramifications of the Orange Free State and the newly conquered districts of the Transvaal. There was an arrangement with the newly re-instated railway systems that this coach could be shuttled through any system as required by the General.

Eventually when he had completed his two tasks at Modderfontein he donated the coach to the factory where it was used for several years to provide transport for employees and their families between Modderfontein and Kempton Park Station. Later its wheels were removed and it was installed as the Bowling Green Pavilion at the sports grounds, and fitted with a suitable plaque 20 commemorating its previous history.

In 1959 a second bowling green was constructed and a larger pavilion was required. The Factory Manager at the time, Mr. E. K. Gibson, who was also a keen scout, obtained permission from the board of directors to donate the coach to the scouting establishment at Gilwell Estate, at Florida on the Witwatersrand, where it has been beautifully restored and is the centre of attraction and highly regarded because of its tangible association with Lord Baden-Powell, the founder of the Boy Scout movement”””””- see Kohler p. 3 – 4.

The next thing to do was to phone the Scout Movement in Pretoria who referred me to their Head Office in Johannesburg who in turn referred me to the Warden at Gilwell Estate, Florida.

17 Mr. Kohler was most probably a scoutmaster and employee of the Modderfontein Dynamite Factory. 18 NZASM and CSAR No.’s unknown at this stage. 19 Refer to “Kruger se Regterhand – Biografie van Dr W.J. Leyds”, by LE van Niekerk. 20 Two plaques were eventually fitted onto the carriage. See outcome of visit to Gilwell Estate. 93

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Dr Leyds in his coach

Here is a photo of Dr. and Mrs. Leyds on an official tour by Railway. 21,22 However, the windows don’t match the SAC coach. The chairs and windows have the appearance of Pres. Kruger’s coach.

• Visit to Gilwell Estate at Florida on the West Rand On the 20th of November 2000 I visited Gilwell Estate, Hamberg Rd., near Florida Lake on the West Rand. The Warden was not available and spoke to the Warden’s son, Michael Minnaar, who

21 The windows of the carriage do not correspond with the original photo. 22 Van Niekerk see photos between p.210 –211. 94

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is also a Boy Scout. He took me to inspect the remains of the preserved carriage. It has no wheels and is set on the ground. The carriage did not have balconies at either end. A little roof is built over the carriage to protect it against the elements. It is set amongst some trees. Here is a rough sketch of the carriage

• Description The carriage has eleven windows on the side and two doors, one in front and one at the back. Each door has a window on each side. There is no balcony.

How the windows open remains a mystery to me. The top part of the window has a pane around the glass while the bottom part appears to move down. The carriage was locked and I could not inspect the inside. No visible number or maker’s plate.

• Plate “A” A silver plate above the door reads:

“This coach was rebuilt

Gilten Patrol Leader

December 1981 – September 1982”

• Oval Plate “B”

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This coach

Erected in 1893

Was used by Dr Leyds

And

General Jan C Smuts

Secretaries of State

South African Republic.

______

This coach was used

General R Baden-Powell

As his Private Saloon

During 1900 –1902”

A very bad photo (2000) by HBH with a “mik & druk”.

According to WO Meintjes this oval plate is currently (2019) missing on the coach.

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This is an example of a Pretoria-Pietersburg Railway carriage. It is not the same carriage but it is no doubt a “Reserved” or “Private” carriage. The windows, panelling and the air vents are similar to the SAC carriage.

There is ample evidence available that Lord Baden-Powell used the Railways on official SAC business. “He set about performing this inspection by train … had travelled a distance of 13,503 miles by train …”23

• The (new) S. A. Railways / Central South African Railways Re-Numbering List The coach in question could be any of the following reserved saloons:

CSAR No. SAR No. Use Year Built Remarks

20010 Did not come - - No Record. This is into SAR my bet! service

20012 Do Govt. Officers Pretoria - -

20016 22 Reserved Saloon 1897

20022 23 Do 1897 -

• National Monument It is a pity that this coach, which is part of our national heritage, has not been declared a National Monument. It is in the national and international interest to do so. I think that the coach has great potential as a tourist attraction.

The Scouts should receive recognition for their good work in preserving the coach. The coach should be utilized as a museum for either South African Constabulary or the Scout Movement or to remember Lord Baden-Powell by. This country needs the special values and virtues for which this great soldier, policeman and scout proudly stood for. I salute his memory!

Bibliography • Article by Mr. Holtz in South African Railways and Harbours Magazine, March, 1959: p 226 - 227.

• Conradie, Eric: Support i.e. various letters, photographs, and diagrams on this subject.

23 Hillcourt p 230

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• Hillcourt, W: Baden-Powell – The Two Lives of a Hero, Heineman, London

• Kohler K: Some Aspects of Lord Baden-Powell and the Scouts at Modderfontein. Attached to a personal letter received from Ms S Kotze, Museum Curator, Dynamite Co. Museum, to the Author dated 20-10-2000.

• Rhind, D: Interest through various letters and discussions on this subject.

• Van Niekerk, LE: KRUGER se REGTERHAND – BIOGRAFIE VAN DR W.J. LEYDS. JL van Schaik, Pretoria, 1985. ISBN 0 627 01430 5.

Photographs by WO Boet Meintjes (SAP Ret): Gilwell Estate: West Rand

• Map of Gilwell Estate with Location of Coach

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• Maker’s plate

• Photo of Plate “A”

• No photo of Plate “B”

• Interior of Coach

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• Exterior photographs

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Diagram of the South African Constabulary Coach: Leith Paxton

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SERVICE ABOARD AN ARMOURED TRAIN Lt.Col. RS Godley (SAP)24 gives a description of various skirmishes with the Boers. “From Crocodile Pools Major Hopper and I, with two troops were sent to Lobatsi, on the armoured train, commanded by Captain Hoël Llewellen, of the BSA Police25 “. They found Lobatsi Station being shelled and they were immediately sent to occupy a position on a koppie facing the right front of the Boers. After heavy fighting they were ordered late that night to retire and entrain onto the armoured train back to Crocodile Pools26. On the 18th April 1900 Godley wrote as follows:

“… The Imperial Yeomanry, we believe are coming through Mashonaland from Beira27, under General Carrington, and are use purely for Rhodesian defence …” (Godley –p. 70 –p.71).

A few days later he was ordered to join Capt. Nesbit’s squadron as a troop leader (Godley – p. 72). Godley suffered a wound and was taken to Mafeking that had just been relieved. According to Godley they had good rations within 48 hours after Mafeking was relieved.

In June 1900 he left Mafeking for England with Capt. Forbes who had also been wounded. He believes he was the first officer from the Mafeking relief force to reach Cape Town. Lord Milner plied him with questions about the situation “up North” (Godley – p.79).

After convalescence he was declared fit for duty during October 1900. He set sail for South Africa during November 1900. He suffered a bout of malaria and visited the sanatorium in Claremont. While in the sanatorium he received a telegram from General Baden-Powell offering him a transfer to the newly formed South African Constabulary28 (Godley – p. 81).

• Service in the South African Constabulary (S.A.C.) “After a long and tedious journey by troop train, which was sniped on two occasions in the Free State, I arrived at my destination29 on December 18th, 1900”. At Modderfontein we had several alarms, and one night Zuurfontein Station30 on the Johannesburg – Pretoria line was heavily attacked, and we had to send a party of men to help beat the enemy off “ (Godley – p.82).

On Christmas-eve he was transferred to Newcastle, Natal, to raise and train 250 men for the Utrecht Mounted Police (U.M.P.) for policing and patrolling Utrecht and Vryheid districts which had been detached from the Transvaal and annexed to Natal. Godley was appointed Military Magistrate and Officer Commanding, UMP.

24 See: Blue & Khaki 25 Later Chief Constable of Wiltshire. 26 Was this a wise command? To retire with the armoured train back to Crocodile Pools. 27 Again, the strategic importance of the Beira Railway comes to the fore. 28 According to Godley the SAC was formed on the instructions of Lord Milner who had been appointed Governor of the Transvaal and Orange River Colony (Free State). It was to be a Police Force of 10 000 mounted men. (Godley – p.81 –82). 29 Modderfontein Dynamite Factory, about 8 miles from Johannesburg. 30 What is called today? 102

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• Blockhouse Duties

Later orders were received for the establishment of a Blockhouse line from Val Station on the main Elandsfontein - Natal main line, across to Wonderfontein on the former NZASM line from Pretoria – Delgoa Bay.

He describes the blockhouse lines as follows: “… lines … of small fortified posts, about five hundred yards apart, connected with a strand of wire (about 2 ft. from the ground), on which were hung old tins of every description. Timely warning was thus given should a party of the enemy attempt to pass through during the night. Each post was garrisoned by an N.C.O. and from five to eight men, the whole being divided into sections, for each of which a troop under a captain and subaltern were responsible.

The sniping, both by day and night, which continued for weeks and sometimes months with little or no respite, was a great strain on the nerves of officers and men. The line completed, it became one of my duties to accompany Lieut.-Col Fair, who had now succeeded Colonel Pilkington in Command of the Division, when he inspected it. Occasionally the Colonel would send me alone to obtain information from the various officers, to ascertain their wants, and to report to him on the situation generally. We often had to ride at full gallop from post to post while pot-shots were taken at us from some fold in the ground” (Godley – p. 86).

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1903: THE BEGINNING OF A RAILWAYS POLICE FOR TRANSVAAL & ORANGE RIVER COLONY Natal has always been a progressive and modern colony. The Natal Police had a special section called the Natal Railways Police. See the answer of the Colony of Natal to a question what Natal does to maintain law and order on the railways.

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1906 BAMBATHA REBELLION: COLONY OF NATAL After the Anglo-Boer War the four British Colonies (Cape, Natal, Orange River and Transvaal) went into a period of relative peace, during 1906 the railways were once again called in activated in support of the Colonial Forces in dealing with the Rebellion. Once again, the Natal Government Railways supported the Government Forces of the Natal Colony:

Photo: E Simmonds, Point.

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1910: SAREC: PRETORIA – RUSTENBURG South African Railways Engineers’ Corps

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THE DEMISE OF THE ARMOURED TRAIN AND OTHER SPECIAL TRAINS Thus, in the first 70 – 80 years after the Anglo-Boer War the South African Security Forces were dependent on the Railways for the long haul of man and materiel. Many soldiers and police were conveyed by train to Pretoria and to places like Grootfontein in Southwest Africa – today Namibia. However slowly the number one position held by the South African Railways came under threat from the South African Air Force and South African Airways who offered a faster service to fly police and troops to any flash points in Southern Africa that arose i.e. at Bulawayo, Salisbury, Victoria Falls, Windhoek and Oshakati.

A better economy led to better roads and better infrastructure. After the Second World War the world changed forever. Police and military became mechanised and the horse was slowly abandoned in favour of the motor vehicle. Aircraft began to develop to their full potential and troops and police were flown around. As early as 1947 Police were flown en masse to Durban by the South African Air Force and in the 1970’s members of the South African Police were flown in chartered South African Airways planes between Pretoria and Cape Town for special duty.

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However, after the Second World War the South African Railways started to lose its leading position as the national carrier. As South Africa built more and better highways (and later freeways) the service delivery of the Railways came under sever threat. The laying of fuel pipelines between Durban and inland areas played another part in the demise of the Railways. Cheap internal air flights led to the demise of train travel.

The Railways conveyed thousands of troops during the “bush war” and military trains ran between various main centres and Lohatla, Grootfontein, Walvis Bay, Voortrekkerhoogte and Jan Kempdorp. The Mounted Escort of South African Police annually travelled in a mixed-train from Pretoria to Cape Town for the ceremonial opening of Parliament.

WORLD FAMOUS WHITE TRAIN The South African Railways as national carrier had also over the years not only conveyed troops and police but conveyed various Royalty and Governors-General – the ceremonial heads of the State in the Union. Strictly not an armoured train, but the sovereign’s train and later the State President’s train, it counts as special train for police and troops. The 1947 Royal Visit to South Africa was a feather in the cap of the South African Railways with the establishment of the Royal Train – later called the White Train. It conveyed royalty and later our own State Presidents. The 110

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train was abolished by the Prime Minister BJ Vorster who refused excessive demands from a state president’s wife to refurbish the White Train – Mr Vorster offered them an Aircraft instead – saying it was cheaper. One of the White Train coaches was used in the talks between various leaders and was parked on the lovely Victoria Falls Bridge exactly over the Rhodesian-Zambian border.

1910: THE STRATEGIC SITUATION: UNION OF SOUTH AFRICA: PART OF BRITISH EMPIRE

The New Coat of Arms

The Union Flag

1910: A new Union of South Africa. After the Anglo-Boer War many Free State and Transvaal farmers were impoverished and suffering from the after effects of the War. [Both my paternal grandparents were orphans and had lost everything due to the scorched earth policy practised by Lord Kitchener during the Anglo Boer War.] There was a strong feeling against Britain and all things British. English was the language of the administration and the language offered in the Education system. The Police in the Free State and Transvaal were mainly former members of the various British forces (the majority members of the South African Constabulary which later became the Orange River Colony Police and Transvaal Police before merging to become the new South African Police during 1913. The farmers referred to these policemen as “Tommies”. Apart from the mines, South Africa was an agricultural country – wool, fruit, grain, meat, wine and spirits for export. There was not much industrial activity. Everything was conveyed by train including cream and milk.

The mode of transport was the train – the idea was from the harbours to the mines at Kimberley and the Goldfields of the Witwatersrand. CJ Rhodes had his dream from Cape to Cairo while his old protagonist – President SJP Kruger - had his line, the line from Delagoa Bay (Maputo) to Pretoria and the Rand Tram Line from Randfontein to Springs. After the Anglo-Boer War the Golden Age of Railways as the railways expanded and criss-crossed the country and most farmers were in easy reach of the railway.

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During the Anglo-Boer War the railways in the Free State and Transvaal were taken over by the British Forces and styled as the Imperial Military Railways under the command of Colonel Sir EPC Girouard. The Imperial Military Railways became the Central South African Railways and they operated in conjunction with the Cape Government Railways and the Natal Government Railways. The Railways had an own Railways Brigade and the railways had a good corporate memory of operations during the Anglo-Boer War and during the Bambatha Rebellion.

The railways had decentralised workshops at various strategic centres all over the country, their own draughtsmen, mechanical engineers and foundries and heavy blacksmith works. There were few things, at that time, the Railways could not design and build. Diagrams of the various rolling stock used during the Anglo-Boer War was available and could, if necessary, be improved on. There were various members of the Railways attached to the Active Citizen Force and many were attached to the various Railway Brigades.

The newly formed South African Railways had vast experience of running special trains consisting of passenger and goods trucks for the conveyance of mounted troops. As national carrier, sometimes under tiring conditions and without reasonable notice, the railways afforded the police and army to act speedily. Special trains were available, after hours and at short notice.

The choice was between the railways or the dying trade of transport riders who plied with their ox- wagons on bad roads between the railhead and farms not being serviced by the new Road Motor Transport service. Transport riders had a function in our society but their pace was slow – Security Forces need fast and reliable transport. The choice without saying fell on the SA Railways.

The railways offered another advantage – it could take security forces from their barracks to the trouble spot where they arrive fed and fresh. Water for men and horses were available at most “watering” stations.

The South African Railways was run as an efficient operation. The railways were answerable to Parliament and the Auditor–General had much to say! There was a spirit of dedication and service – a common purpose to serve South Africa and its people. These officials served with pride, they were the national carrier and the South African new coat of arms was worn with pride!

• 1913 Miner’s Strike Godley31 describes how strikers set fire to the Park Station and obstructed the Fire Brigade in their work. A special train was used to deport the leaders of the strike. Godley explains: “The Government had decided on the deportation of the leaders who had been arrested, and to prevent carefully laid plans from miscarrying, it was vital that no whisper be noised abroad until they were safe on board a ship, and outside the three mile limit32. At midnight a prison van unobtrusively left the Fort Prison in Johannesburg, containing the deportees. It conveyed them to Jeppe Station, where a special train waited, and immediately left for Durban. … Captain Trew33 had already gone

31 Blue & Khaki 32 The hand of Smuts can clearly be seen in this covert operation. 33 Our old friend the author. 112

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to the coast, charged with the duty of seeing our prisoners safely embarked for England. Durban must be having been reached before the slightest suspicion of what was happening leaked out.”34 The operation was successfully carried out and the ringleaders deported before they could lodge an appeal. The boat was in any case in international waters by the time anything was contemplated!

• 1914: World War 1 When war was declared Godley was summonsed to Pretoria and told he had been transferred to Pietermaritzburg as Acting Deputy Commissioner with the rank of Lieut. -Col. and was “ordered to proceed by the first available train” to his new station to take over police duties from the S.A.M.R.35 (Godley: - 128).

• 1914: The role of the SAR in support of the SA Police in Natal The policing of Natal was the responsibility of the Union Defence Force’s constabulary, the South African Mounted Rifles. Godley had taken this responsibility over and needed details for police work urgently. The national carrier was the newly formed SAR who apparently did a good job in bringing in new men to Natal.

“… I wired asking that Jack Fulford36 might be sent down, and within twenty-four hours he was in ‘Maritzburg. By this time officers and men were due to arrive from the Free State and the Transvaal. I sent Major Marshall of the SAMR and old Natal Police, who had now been attached to me for duty, up to Ladysmith, the junction of the two railway lines. He was to divert men direct to the various police posts.

• 1914: German Internees “We had no sooner completed taking over, or rather walking in, with police duties fairly normal once more, than orders came to arrange accommodation for some 2,000 Germans who had been interned in Pretoria37.

The Government decided wisely to move the internees from Pretoria to a safer area, as they feared that the rebels might attempt to set the internees free. “Pretoria was one time seriously threatened, and loyal troops were holding the height surrounding the town” 38.

The old military cantonments at Fort Napier were brought into good shape and some 48 hours after receiving instructions to prepare for the internees, “ a special train steamed into the siding, with Lieut.-Col. “Bill” Manninng in command” A force of special constables was now enrolled to provide guards to the camp, and perform all duties in connection with it, with Manning as

34 Godley: Blue & Khaki: p 126. 35 Godley, Blue & Khaki: p 128. 36 Captain Jack Fulford. 37 Godley, Blue & Khaki: p 130. 38 Godley, Blue & Khaki: p 131. 113

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Commandant. … (A)nd I was gazetted Lieut.-Col in the Defence Force, and Commandant of Pietermaritzburg and district, in addition to other duties39.

• 1914: SAR and Industrial Strike

39 Godley, Blue & Khaki: p 131. 114

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Johannesburg station

1914: SAR STRIKE: BLOEMFONTEIN

The 1914 Industrial Strikes

During January 1914 a strike was called by (white) mine workers, (white) railwaymen and (white) industrial workers. This led to the greatest strike South Africa up to then had experienced. Martial Law was declared. Ring leaders were arrested and all their documents confiscated. The illegal deportation of the leaders was carried out on the instructions of Minister NJ de Wet (Justice) and General JC Smuts. It was, as far as I could ascertain, the “first covert action” carried out by the SA Police, ably assisted by the SA Railways & Harbours. The men:

• Bain, Mr. James Thompson; • Crawford, Mr. Archibald; • Livingstone, Mr. William; • Mason, Mr. George William; • M'Kerrell, Mr. David; • Morgan, Mr. William H.; • Poutsma, Mr. Hessel Jakob; • Waterson, Mr. Robert Burns; and

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• Watson, Mr. Andrew40, were secretly moved by special train to the docks in Durban and place on the steamer “Umgeni” for London.

Lt.-Col. HF Trew’s record of events Here is Col HF “Harry” Trew’s record of events41: Colonel Truter sent for me and told me that a Cabinet Council was being held at Union Buildings, and that the Secretary to the Police, Colonel Bredell (formerly President Kruger's secretary) and I had been sent for.

As we motored up to Union Buildings we wondered what sins of omission or commission we had been guilty of that the "Brass hats" should require our humble presence. We were shown into the office of the Secretary for Justice, and he told us that our Minister was still in Cabinet.

After a short wait Mr. de Wet, the Minister of Justice, came into the room and said: "Gentlemen, the Cabinet have just decided to deport to England the nine labour leaders now imprisoned at the Fort, Johannesburg." This took our breath away for the moment, because we realized that it was an absolutely illegal proceeding. He went on to tell me that I was to go to Durban, ostensibly to give evidence before the Indian Commission, but secretly to make preparations for, and carry out, the deportation.

He impressed on me that secrecy was imperative, and that to preserve it nothing was to be put on paper, telegraphed or telephoned.

On arrival in Durban I was to see the agent for the Bullard King Line of steamships, who had already been approached by the senior customs officer at Durban, with regard to chartering the steamer Umgeni; but he had not been told why the Government required the ship. The agent was to be taken into our confidence, and I was to make all arrangements with him. On no account was I to try and communicate with the Government, and if anything unforeseen cropped up I had full authority to act on my own discretion. On a sheet of paper, torn from his pocket book, he wrote in pencil:

1. See Agent Bullard King Line make all arrangements. 2. Provide complete set warm clothing for each deportee. 3. If wireless on ship have it dismantled. 4. Give Captain £27 in cash for him to hand deportees on arrival in London. 5. Arrange to have Government Solicitor on board to draw up powers of attorney for representatives nominated by deportees. 6. Wire Minister of Justice c/o Station Master, Matjesfontein, Wednesday morning, before 8 a.m. if deportations successfully carried out. He then handed me in addition a small slip of paper on which was written:

Union Buildings, Pretoria. Major Trew, S.A.P., is in full charge of operations for deportation of labour leaders. Government officials are to render him every assistance he may ask for.

40 http://hansard.millbanksystems.com/people/mr-herbert-asquith/ (accessed 9 April 2017). 41 Trew, HF Lt.-Col.: African Manhunts, Blackie & Son, London, 1936 pp 260 – 274. 116

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(Sig.) J. C. Smuts, Minister Administering Martial Law.

The plan as explained to me was, that on a fixed night the deportees were to be taken from their cells in the Fort Prison, Johannesburg, and placed in a closed motor-van. They were to be driven to a lonely siding outside Johannesburg and there put on board a special train under close guard. The train would run through to Durban without stop. If everything went according to plan it would draw up on the wharf beside the Umgeni at twelve midnight. They were then to be hurried on board and locked in their cabins, with a guard. The ship was immediately to cast off, go out through the Heads and cruise outside territorial waters. Whenever we had passed outside the three-mile limit, I was to collect the deportees into the saloon and announce their fate to them. I was to arrange for the Port Captain's tug to follow the Umgeni out to sea to take my party off the ship after the deportees had been given time to write to their friends and sign their powers of attorney.

The Minister finally impressed on me that nothing was to be allowed to stop the deportations. If a writ of habeas corpus was served on me I was to ignore it. If anything unforeseen occurred at the last moment I was to act accordingto my judgment; the Government would support any action of mine.

One question I raised was the sizes of the men for whom I had to purchase clothing. Mr. de Villiers Roos (the Secretary for Justice) guaranteed to let me have the approximate sizes by the following morning. This he duly did, and the measurements were so accurate that everything fitted perfectly. Years later I learnt that Mr. Roos had personally gone over to the Fort that afternoon on the pretence of seeing if they had any complaints. He had then measured each man with his eye, not daring to write down the figures until he had left their respective cells. As soon as I returned home I looked out an old money-belt, in which I concealed my two slips of paper, and buckled it round my waist under my clothes.

That night I went out to a dinner party given by a judge of the Supreme Court. During the whole of dinner the guests discussed the probable fate of the labour leaders. I could not help looking at my host, and wondering what he would say if he knew that I was party to a plot to steal nine prisoners out of the jurisdiction of his honourable court and send them overseas. Some months later I said to the judge: " I f you had served a court order on me to hand over the prisoners to your messenger and I had disobeyed it, I suppose you would have given me six months for contempt of court?" “Six months," he said, " I would have given you ten years!"

The following morning my train pulled out of Pretoria Station for Durban. On board were a number of S.A.M.R. and police officers, going down to give evidence before the Indian Commission, and a number of Imperial Army officers on leave. I had a reserved compartment and a number of them gathered in it. Of

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course they immediately began to discuss what the Government was going to do with the labour leaders. I tried to lead the conversation away from this dangerous subject but without success.

Within nine months all but two of the nine young officers who sat in that compartment had died on the battlefield. The following morning I called on Mr. Siedle, the agent for the Bullard King Line, and found him most charming and helpful. He, however, was rather astonished when I explained why the Government

required to charter the Umgeni. He talked of cabling to his directors in London, but I explained that this course was impossible. He finally agreed to accept the responsibility, but brought up a question I had never discussed with the Minister, namely, the signing of an indemnity bond in case the deportees took action against the company before the English court and obtained damages. As this might involve the Union Government in an expenditure of thousands of pounds I was rather loath to sign. However, Siedle pointed out how unfair it would be to expect the company to run this grave risk, and that unless I signed the bond they would wash their hands of the whole affair. ss Umgeni

Finally, I signed the bond, feeling very much as though I had signed my own death warrant. The other question to be settled was the amount of compensation the Government was to pay the company for the cargo missed by the cancellation of the Umgeni's call at Port Elizabeth and East London.

Mr. Siedle put in what I thought was a reasonable claim, and I signed it on behalf of the Union. The agent, I discovered, was rather an expert at deportation, as he had previously deported the rebellious Zulu chief, Dinizulu, and also the officers of Jameson's ill-starred raid. I informed him that I wished to go down to the ship and inspect the accommodation and meet the captain, but that it was essential that none of the ship's people should guess who I was, or my business. We finally arranged that he was to take me on board and introduce me as the manager of the London Gaiety Company, who was then playing in Johannesburg. The story was to be that my company was to arrive on Wednesday, at midnight, by special train and go straight on board, when the ship, whose sailing had been delayed for them, should put straight out to sea.

Having purchased a soft black hat, and assuming as theatrical an air as possible, I left with the agent by car for the ship. There I was introduced to the skipper, who proved to be a bluff old British tar of the old and bold type. On my requesting to see the cabins which were to house the members of my company, the

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ship's purser was sent for. He proved to be a good-looking young man, who, as he took me down to inspect the cabins, confided to me that he loved carrying theatrical folk, as they were always so matey. He asked me if the girls in the party were good-looking. I told him that the only word that could describe them was "peaches". He said that he hoped they would occasionally give a show in the saloon. My reply was that I knew my troupe would oblige very often. He rather stumped me when he asked how many girls there were amongst the nine. On the spur of the moment I replied five, which later on fitted in very well as they were two-berth cabins, and I required a single cabin for one of the deportees, who was a phthisis sufferer.

Later that morning I was called to give evidence before the Indian Commission, so had to give up my theatrical rig-out and get into uniform. After I had given evidence the Indian Commissioner, Sir Benjamin Robertson, asked me to dine with him that night, so I knew that he must have approved of my actions during the strike. The next day I went to Harvey Greenacre's draper's shop to buy the nine sets of warm clothing. The assistant who served me saved me the trouble of thinking out a new lie by saying suddenly: "I suppose, Major Trew, this clothing is for the police shooting team going to Bisley?" "Of course," I assented, "but how did you know me?" His reply was: " Oh, I am not a crook, but I lived in Pretoria for years, and know you well by sight."

The clothing was made up in nine parcels, all numbered and addressed to my hotel. That night I went with a party of friends to the theatre, and in the interval, while I was having a drink a man came up and introduced himself as a newspaper reporter. He said: "Major, I saw you giving evidence before the Indian Commission. I would be glad if you can tell me about what date the labour leaders will be brought up for trial?" My reply was: "I am sick to death of the labour leaders, and I neither know nor care what happens to them."

When I woke the following morning I knew that if all had gone well the special train with the deportees on board must be well on its way. After breakfast I called on the port captain, showed him my authority from General Smuts, and asked him to have a tug with steam up at the wharf to follow the Umgeni out to sea shortly after midnight. The next step was to interview the O.C. troops administering martial law in Durban. It was arranged with him that at 11.45 pm that night he would occupy the wharf with an armed force, turn all civilians out of the dock area and allow no one through a cordon to be thrown round the special train on its arrival.

• Water Police The Water Police were also directed to have a party detailed for special duty on the Umgeni at midnight. By this time I was getting rather nervous, and was afraid that some whisper of the proceedings might leak out, and I be served with an order from a judge of the Supreme Court requiring me to hand over the prisoners to a court official. Of course I realized that the whole of our action was illegal, but I was determined to carry out my orders and ignore any court order which might be served on me. The day seemed as though it would never end, and during the afternoon I got the impression that I was being shadowed. To test it I walked up West Street, and went into a shop which I knew had a back exit. I asked to see some socks, and whilst examining them had a careful look through the shop window. There on the opposite pavement stood the reporter who had spoken to me the previous evening. I hurriedly purchased a couple of pairs of socks and walked out through the back exit. My intention had been to visit the Umgeni before dinner, but this incident decided me to remain in the hotel until the last possible moment.

As I was, however, afraid of the reporter, I called on the press censor under martial law, and after showing him my authority requested him to refuse to pass all telegrams or newspaper articles referring to the s.s. Umgeni, or to anything that might occur on the wharf that night. General Lukin's A.D.C. was dining with me that night, and during dinner it struck me that it would be a good idea to take him on board the ship with

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me so that I might have an independent witness in case it was later alleged that I had behaved with undue harshness towards the deportees.

He was a noted ladies' man, so I asked him if he would come down to a ship with me to see some theatrical girls off. He jumped at the idea, but said that first he must return to his hotel and have a second shave and get on his newer dinner jacket. This I assented to, and he turned up later looking the acme of smartness. At last, accompanied by Mr. Siedle, we left by car for the ship.

On arrival there we were conducted to the captain's cabin and I explained to the latter who his prospective passengers were to be. Who was the more astonished at this statement I do not know, but both he and the A.D.C. at first refused to believe me.

The captain then said: "Look here, I've got to take these men to England. Won't they put me in gaol for kidnapping them?" It was explained to him that the deportations were being carried out under martial law by order of the Union Government, and that he would be free of all blame in the matter. He replied: "All right, Major, I'll do it. But the log book is my Bible — you write in it all my orders and sign it for the Govern- ment."

I was not aware if the British Government had been advised of the deportations, so I warned the captain that he was not to stop on the high seas, or hand his deportees over to anyone except a British warship. His reply was: "You bet I'll stop if a damned man-o'-war signals me to do so. Those perishers would think nothing of putting a shell in my boilers." I thought of that sentence when some years later the Umgeni fell a victim to a German submarine.

He cheered up later and said: "Ah, well, you'll see the picture papers full of the old Umgeni and her gallant skipper when we reach old London Town."

There were some other passengers on board who had come from east coast ports, and they had been warned to be on board by eleven o'clock. Most of them had gone to their cabins. Walking past them to see the warm clothing deposited in each cabin I suddenly saw a man dodge behind a wind-cowl. I sent a detective to round him up, and when he was marched up there was the enterprising reporter. How he got on board I never learnt. He was warned that under martial law he was liable to arrest for being in a forbidden area. He was escorted off the ship, and pushed out through the dock gates, being warned that if caught there again he would be arrested and locked up for the night.

At 11.45 p.m. a body of troops marched on to the wharf and picketed the whole area. At 12, midnight, to the minute, in steamed the special train and drew up on the wharf opposite the Umgeni. It was immediately surrounded by troops with fixed bayonets.

Off the train wearily climbed Inspector Hill of the CID,42 Johannesburg, who had come down in charge of the prisoners. He had remained awake and on the alert for twenty-four hours, and looked a very tired man. He informed me that he had taken over the prisoners the previous night and put them in a closed motor-van. While motoring through the streets they had sung the "Red Flag", hoping that some of their comrades would hear them and trace their movements.

He had put them into the special train at a lonely siding; the train had steamed out and never stopped again until that moment. The blinds on the windows had been kept down, and the prisoners had no idea of where their journey was to end. The prisoners were now all fast asleep, each man in a separate compartment with two detectives to guard him.

42 Criminal Investigation Department – HBH.

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At that moment the driver of the train got off his engine, came up to me and asked what all the fuss was about. When I told him he was struck dumb for a moment. Then he said: "Well, can you beat it? I thought I was hauling police and CID who had been on the Reef on strike duty."

Inspector Hill and I arranged that each deportee should be awakened in turn, escorted on board, and locked in his cabin, with two of the Water Police as guards. At that moment an orderly, whom I had left at the hotel, dashed up to me and said: "A telegram for you, Major." I at once thought it was a court order, and tore it open with shaking fingers. It read: "Hearty congratulations; wife gave birth to daughter to-day. Both very fit."

The first prisoner climbed off the train yawning and rubbing his eyes; on each side of him a detective affectionately held his arm. Suddenly he saw the ship and started back, saying: "I'm not going on any damned ship. Are you trying to shanghai me?" The detective, placing a hand the size of a leg of mutton on his back, said: "Climb that ladder, George, and argue the point afterwards." The man looked at the ranks of soldiers, with the moonlight glistening on their bayonets, and then shaking his head moved forward to the gangway. And so, one by one, the nine were taken on board, and I gave Hill a receipt for his captives.

Turning to the captain I asked him to put to sea as soon as possible, and to report to me when he was outside the territorial waters. We then went down to the saloon to see if the arrangements were complete for our interview with the deportees. There was a seat for me at the head of the table, and nine seats round it. Opposite each of the nine seats was a pen and ink, paper and a blank power of attorney form. The Government attorney was there waiting to take the instructions of the nine men as to the disposal of their property in South Africa. I think he thought we were all mad, and had said to me: " I hope you realize what a serious step you are about to take?" I could not speak American in those days, or I would have replied: "You're telling me!"

The captain had not been absent long when he returned and reported: "I am sorry Major, but the chief engineer refuses to start the ship's engines. It seems that he and one of the ship's officers have had a few drinks, and the chief claims that the officer insulted him. He will not allow the engines to be started until the officer is punished." It was urgent that we should start at once, for I was haunted by fear of an order of court. I asked the captain if we could not arrest the chief and let the second engineer take the ship to sea. The captain replied that he dare not do it, as the old Scots engineer had been with the company for forty years, and the directors thought the world of him. He advised me to humour the old man and pretend to punish the offender.

I sent two of the Water Police to arrest the officer and march him in to me. The captain then brought in the dour old Scottish chief engineer. The officer was marched in, the drink was dying in him, and he looked very frightened. I asked the chief to state his case against the accused, while I made play at writing down the evidence. The chief said: "This damned slip of a boy had the impudence to say, during an argument, that I was no' fit to grease ma own engines. I will no' start ma engines till he's been severely punished." I said: "Chief, will you accept an apology from him and call the matter square?" He replied: "I'll do no sich thing. He must be punished. Why, under your martial law I understand you can shoot a man."

I said: "All right, I sentence him to be shot at dawn. March him to his cabin." The old Scot shook me warmly by the hand, saying: "I doot but what your sentence is a wee bitty severe, but he was terribly insulting to a chief engineer. Noo I'll gang awa and start ma engines."

I sent the captain to tell the young officer that the trial was all a bluff, but that he was to remain in his cabin for the rest of the night.

At last the ship moved off, and passed out through Durban Heads into the open sea, followed by the port captain's tug. 121

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We sat in the saloon, and by the motion could tell there was a fairly heavy sea running. It was very fortunate that we were both good sailors; it would have been a terrible anticlimax if we had been prostrate with seasickness. The captain came down and told us that we were clear of the territorial waters, and that it was raining and blowing up for bad weather.

The deportees were then brought into the saloon, and I requested them to sit down. When they were seated I said: "Men, I have been ordered by the Government of the Union of South Africa to inform you that you are being deported from South Africa, as you are considered to be a danger to the state. You are to be landed in England. You have one hour in which to write to your relatives and to prepare powers of attorney dealing with your affairs in South Africa. It is now 2 a.m.; at 3 a.m. this ship sails direct for England."

Immediately an angry storm of protest broke out, and they demanded to see my warrant. I said: "There is no warrant." Then they said: "Show us your written authority for this outrage." The reply was: "There is no written authority." Then they all jumped to their feet with cries of: "This is the twentieth century — you can't kidnap us like this!" and "What do you think you are, buccaneers on the Spanish Main?" One man said: "I demand to see a lawyer. I refuse to sail in this ship." The two most responsible men amongst them, Bain, the miners' leader, and Poutsma, the secretary of the Railwaymen's Union, tried to calm them down. To one man who threatened me with his clenched fist they said: "It's not the Major's fault; he has to do what he is ordered. It's Botha and Smuts we want to get at." Bain then said to Poutsma: "I wonder if there is a wireless on this ship?" So Poutsma answered: "You know Jannie Smuts; if there was one I'll bet it has been dismantled."

I explained to the angry men that they had no appeal to any power or person. That as long as they behaved themselves they would be treated as ordinary first-class passengers. After that they calmed down and began their letters to their wives and other relatives. The attorney moved amongst them and took their wishes as to the disposal of their property. The captain came down at 3 a.m. and told me there was a big sea getting up and that unless we got off at once we would have to go to London with them. I introduced each one of the deportees to the captain. One of them as he shook hands said: "You will find that we are not very dangerous anarchists. We have no bombs or revolvers." The tough old sea dog replied: "If you behave, you will be treated the same as any other passenger. If you make trouble, into irons you go."

I then requested the captain to signal the tug to send a boat for us. We rang for a steward and ordered drinks all round. We drank to them and wished them a pleasant voyage, and they in return drank to us. The letters and powers of attorney were sealed in a bag to go to the censor under martial law, and we went on deck. It was a cheerless scene which met our gaze. The early morning was cold and dark, and the deck was slippery with the driving rain. In the distance we could see the lights of the tug, which was pitching and tossing in the heavy sea. Two sailors held flares burning over the rope ladder, which was the only means of leaving the ship. Underneath the ladder was the boat from the tug. At one moment it was twenty feet below us, at the next not more than ten. We sent off the Water Police and the attorney in the first load and the A.D.C. and I followed in the next. It was a nasty experience going down that rope ladder in the dark; the rungs were wet and slippery and as the vessel rolled it kept banging on the side.

We arrived on board the tug, wet through with spray, but a big mug full of coffee, which the skipper had kindly prepared for us, soon warmed us up. Arriving at the wharf we found a Defence Force car waiting for us and at once drove to the telegraph office to notify the Minister of the successful accomplishment of the mission. I had an order from him to get the wire through to Matjesfontein on the Cape railway by 9 a.m. as the Cabinet were on their way to Cape Town for the Parliamentary Session. Having forgotten to notify the postmaster at Durban I found the telegraph office shut. However, I consulted a friendly policeman and he directed me to the Eastern Cable Company's office. They were most obliging and agreed to cable the message round to Cape Town, where it could be relayed to Matjesfontein. 122

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The message read: Duty completed in accordance with orders.

Two days later I left Durban by the R.M.S. Edinburgh Castle for Cape Town to report personally to General Smuts. As soon as the interview started I informed him of the indemnity bond I had been compelled to sign, and he made no remark. I then told him that I had overheard one deportee remark that they would walk off the ship at Madeira, where she was compelled to call for coal. He at once sent for the Spanish Consul and informed him what had happened, and of the remark which had been overheard. The result of this appeared in a letter I received from the captain of the Umgeni. It ran as follows: "What did you people tell the Spanish about my ship? When we got to Madeira they treated us as though we had plague on board. The ship was surrounded by armed picket boats, and not a soul was allowed to leave her."

On arrival in Cape Town I learnt that Colonel Creswell, the leader of the Labour Party in Parliament, had in some way learnt that the deportees were on the Umgeni. He had hired a tug and tried to intercept the ship off Cape Town. He, however, could not find her.

It appeared that my part in the deportations had made me rather unpopular amongst a certain section of the Transvaal, so the Government granted me three months' leave in Cape Town. For a month I spent nearly every day in the House of Parliament listening to the very heated debate on the deportations. As I heard members comparing the actions of the Government with that of the Tsar of Russia in sending his subjects to Siberia, I began to feel as though I was an inhuman monster.

I received an official letter from the Cabinet thanking me for the efficient manner in which I had performed my duty. Then I sustained a nasty shock. The papers announced that the deportees were taking action against the Bullard King Steamship Company for thousands of pounds worth of damages. At the Civil Service Club, Cape Town, one day I met Mr. Siedle, the agent from Durban. To my astonishment I learnt from him that the Minister for Finance had repudiated the indemnity bond I had signed, on the ground that I had no authority to pledge the credit of the Government to an unlimited amount. Fortunately, the permanent Head of the Treasury, Mr. James Leisk, was a friend of mine. Calling at his office I explained the whole position to him, and pointed out that if my signature was repudiated no Government servant would ever accept any responsibility in future. He promised to take the matter up, and shortly after informed me that the Government had agreed to honour the bond. However, I was warned that I would have to go to England to give evidence on behalf of the Company. Fortunately a very clever agent of the latter in London got hold of one of the deportees and persuaded him to accept £100 in full settlement of his claim. This spoilt the big claims of the other men, and finally they agreed to accept £100 each.

The next time I met any of the men I had seen off on the Umgeni at Durban, was when I met Poutsma one day, years afterwards, in a club in Cape Town. He had returned to South Africa, and was now transformed by the whirligig of time into organizing secretary for the South African Party led by General Smuts. As soon as he saw me he said: " Come on, Colonel, I can now stand you a drink in return for the one you stood me on the Umgeni"

The deportations were quite illegal, although subsequently made legal by Act of Parliament, but I think they were amply justified by the results. For eight years subsequently South Africa, and Johannesburg in particular, industrial peace. During the difficult War years I heard a labour leader addressing a very excited meeting on the Rand, and this is how he finished his speech: "If there is a strike we must have no violence or attempts at violence. We don't want any more deportations."

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INTRODUCTION: 1914 BOER REBELLION At this stage the use of Trains in War and Rebellion was nothing new. The focus of this study is on the use of trains and armoured trains employed by General Louis Botha to crush the Rebellion. The Rebellion or the Boer Revolt occurred in South Africa in August 1914 and lasted until December 1914 when Active Citizen Force Major and former Boer Commandant, Jopie Fourie was arrested. Martial Law was declared.

• How was the Rebellion squashed? Many members of the new government, police and Armed Forces of the Union of South Africa were themselves former Boers who had fought with the rebels against the British - especially during the Second Boer War, which had ended twelve years earlier! 43

It is a given that General Louis Botha was a man of honour and when he accepted ‘self-rule’ for the Transvaal soon after the end of Anglo-Boer War he kept his word which he gave at the Vereeniging Peace talks. The Rebellion was crushed very quickly. General Botha saw the suppression of the Rebellion an internal South African matter. General Botha refused to use British troops – instead he chose to use the South African Mounted Rifles, the South African Police and Commandos who were loyal to him. A Guard of Policemen was established to protect General Louis Botha during both the Rebellion and during the War in GSWA.

• Martial Law To ease the matter for the Security Forces in South Africa Martial Law was proclaimed. The Army and Police were mobilised and the loyal Commandos were activated and certain security measures were implemented. Although the Police were aware of disloyalty amongst former Burgers both Generals Botha and Smuts refused to believe the Police reports. The Rebellion or the Boer Revolt occurred in South Africa in August – December 1914. Martial Law was declared.

• The question of Transport

43See http://en.wikipedia.org/wiki/Maritz_Rebellion

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The SA Mounted Rifles, the SA Police and the loyal Commandoes were as a rule mounted - however there was a move afoot to become more mechanised. This was also a transitional period. The change was brought in gradually; cars, trucks, radio and the aeroplane were also used in Southern Africa. The railways, however, were still regarded as the main carrier of goods and people. So, it came as no surprise that General Botha looked at the SA Railways for strategic and

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tactical support. Camel and car were used to arrest General CR de Wet in the Kalahari. The age of mechanised transport had arrived!

Government Forces: Barberton Commando (A Former Boer Commando)

• Barberton Commando on Parade

• Prisoners taken at Reitz

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• QM-truck Rebellion September 1914, Q.M. truck Barberton Commando

1914 – 1915 SOUTH AFRICAN REBELLION: SOUTH AFRICA (HBH) During 1914 – 1915 we had a Rebellion in South Africa by former Boer fighters who in the meantime generally became known as Afrikaners after the formation of Union in 1910. Afrikaners of all four provinces united.

The rebellion took place in Northern Cape (Gen. Maritz and Gen. Kemp); in the Transvaal Gen. Koos de la Rey was killed by Police when they refused to stop at a road block in Langlaagte44. Const. Drury45, ironically the worst shot in the police, did what the British could not do during the war. (Actually, the police were looking for the Foster-Gang.)

Gen. Beyers who was with Gen. De la Rey that fateful night later died crossing the Vaal River, which was in flood, from the Free State to the Transvaal. (He died from a heart attack.)

Gen. Christiaan de Wet trekked across the Free State and Transvaal and was arrested in the Kalahari by an Afrikaner Defence Force officer.

Kommandant (Captain) Jopie Fourie was arrested and sentenced to death by firing squad on 16th of December 1914. Most fighting was over by Christmas 1914 allowing Gen. Botha to focus on his invasion of GSWA. It was a sad time in Afrikaner history: Boer fighting Boer. On the (new) Government side was Gen. Louis Botha – Prime Mister and General Commanding the new Union Defence Force - assisted by Gen, JC Smuts. This is a railway magazine and no place for politics. However, we cannot ignore the role played by the newly formed SAR.

44 I believe there is a memorial plaque at the Langlaagte railway station – HBH. 45 Const Drury went on to be a cook for the SA Police in the German South West Africa campaign - HBH. 127

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Many railwaymen were attached to the British Forces 12 years previously and serving mainly in Railway Regiments. So, there was much experience and a good corporate memory of railways during the Anglo Boer War.

To quell the rebellion (and to invade GSWA) the railways played a strategic role. Gen. Botha used the railways extensively to convey his men, police, horses, fodder and motor cars. Apart from special “strategic” or “tactical” trains the SAR quickly assembled five armoured trains for the Defence Force. Each train has a military number from 1 to 5 but they were also officially known as His Majesty’s Armoured Train (HMAT) followed by the name given e.g. HMAT Erin or what the case me be.

I have published a special edition on armoured trains. I am not going to repeat that information.

Having read “Die Rebelspoor”46 by Dr. LJ Bothma I have found new information on the use of the SAR during the Rebellion.

46 Liarally: The Rebel Spoor”.

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Dr Bothma writes on page 300 about armoured trains in the Orange Free State during the rebellion and the following is for our purposes enough at this juncture:

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2. Engine driver WRS Eaton of an armoured train was killed. 3. Capt Wallis was i/c of HMAT Trafalgar from Bethlehem. 4. HMAT Erin was commanded by Capt. Shannon. 5. A third armoured train, HMAT Schrikmaker, was commanded by Capt. Adams

A mystery photo Nico Moolman furnished the following photograph from his archive

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Comments by Hennie Heymans: We don’t know when or where this photograph was taken. The photo was definitely taken during the First World War period or during the 1922 Revolt on the Rand. The scene is too advanced for the Anglo Boer War. We however do not know when and where the photograph was taken. Does the coal stack suggest any leads? Comments will be welcome.

SAR ARMOURED TRAINS

• The actual armoured and special military trains involved As national carrier the South African Railways was used to dealing with the immediate requirements of the Police and the Army. Even the Prisons Department made use of the trains to convey their prisoners, as did the Police to convey awaiting trail prisoners to court. For the day to day running of operations certain policemen and soldiers liaised daily with specific officials of the South African Railways. In fact, they were not strangers to one another.

The railways were then a force multiplier par excellence and added value to any battle field commander. In this case the railways were serving the present Prime Minister who was also General Officer in Command of all South African forces. The Railways also had Active Citizen Force officers attached to the General Botha’s staff and these officers’ facilitated wonders at very short notice as operational circumstances would dictate. The Railways also offered extra facilities. Until the middle 1950’s in the Police Constables and 2nd Class Sergeants had to “travel with blankets” and travel second class. Higher officers travelled first class and received bedding on the train. Naturally messing facilities were available for men to have tea and tack along the road and there was time for the horses to be fed and watered. Filler

Filler

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• 1915: Names and Numbers of His Majesty’s Armoured Trains (HMAT): Lt.Col. William Marshall

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The Railways also provided extra facilities like ambulance coaches, search lights, Road Motor Transport, Kitchen Cars, breakdown vans in case of accidents or sabotage. In order to act defensively or offensively armoured coaches were put to the disposal of troops. This enabled the trooper to be protected against snipers and other attackers. The railways could afford to place dedicated motive power at the disposal of the various armoured trains. Special trains for the transport of troops could be arranged as the need arose.

• UDF: SAR Armoured Trains In time of war and other emergencies the Workshops of the South African Railways and antecedent railway organisations in Southern Africa has always been at the disposal of the Government. It was therefore was not until the outbreak of the First World War that we have found it necessary to utilise armoured trains again. South Africa was committed in the GSWA theatre of operations. Originally the Grand Strategy was on assisting the Royal Navy by denying the Germans the use of their harbours and their powerful radio installations in GSWA. In a way the Rebellion detracted General Botha’s focus on the grand Strategy and he first had to focus on the internal dimension of national security.

Five South African Railways armoured trains were placed in to service, viz Schrikmaker, Trafalgar, The Erin, The Scot and The Karoo. Mixed and heavy trains were used by the police and the army under Gen Louis Botha to quell the rebellion and the trains, however were not operationally used in GSWA.

Special trains were also provided for the SA Police in times of unrest – to meet the urgent transport requirements of the Police who were conveyed with horses, fodder and men to the scene of trouble. We note from the diagram of the Armoured Train that there is a truck with water. I should be borne in mind that both horses and men need water for drinking and messing.

• Diagrams and photographs of the Armoured and Special Trains used by South African troops during the Rebellion Armoured Trains of the South African Railways used on Active Service by the Union Defence Force and the South African Police under the Command of General Louis Botha in order to suppress the Rebellion by Boers in the Union of South Africa after the declaration of World War 1. 133

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The following diagram47 of a complete South African Railways armoured train including the engine, 6C No 548, comprised of the following:

Diagrams • From the front of the Armoured Train to the back of the Armoured Train

Protected Sand Bag Truck No 8219 – length 40 foot 3,73 inches.

36 Rifle Truck No 6776 length 36 foot 2 inches foot 2 inches Rifle Truck

47 Furnished by Stan Kantor.

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4 000 Gallon tank – No 40131; length 37 foot 11 inches.

Locomotive Class 6C No 548

Break Down Van No 3080; length 57 foot 9 inches.48

48 Native carriage number 3080 was originally CSAR 21344, built by Birmingham in 1904. It was classified by the SAR as J - 7. In January 1934 it entered service stock as vehicle 41155 – Sue Lawrence, 20101020 (email). 135

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Rifle truck No 7060; length 37 foot 2 inches.

12 Pound Gun truck No 9565; length 37-foot 1 inch.

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• Motive Power The Railway Administration49 allocated the following locomotives for the various armoured trains

49 South African Railways Magazine: October 1945: Espitalier page 782. 137

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• Class O5

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Above diagram of locomotives Class 6C No’s 541 - 564 from Eric Conradie (Defunct SAR Museum).

• Class 6C Below photo of Class 6C between Lakeside and Retreat near Cape Town during c 1933 by EA Arnold from Johannesburg.

Filler

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• Other Rolling stock which is part of the armoured trains

• Z-1 Judging by the running number there were two gun-carriages of this type, no’s 41101 & 41102.

• HMAT “Trafalgar”: 12- pounder

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• HMAT “Active” No 1 Armoured Train A later photograph of Truck 41101 Z then part of No 1 Armoured Train – “Active”.

The Armoured Train at Potchefstroom

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• 4.7” Inch gun mounted on a locomotive bogie – Salt River Works

• Truck 9121

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Z21: Searchlight truck Numbers 41139 - 41140

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• Armoured Train No 2: HMAT “Erin”: Bloemfontein

Note cow-catcher on leading truck and head-light on rifle armoured truck. Below the same rifle armoured truck for rifle fire in the workshops at Bloemfontein50:

50 Armoured_train_-_South_Africa_-_1914_-_Project_Gutenberg_eText_18334.jpg

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• Armoured Train No 5 - HMAT “Schrickmaker”

• An Armoured Kitchen Car for Officers

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Ambulance Coach 4158 with interior photograph

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• Road Motor Transport of the SA Railways A three-ton truck that assisted the Government Forces – seen recovering a vehicle.

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• Vehicular searchlights

EYEWITNESS ACCOUNTS FROM POLICE ON ACTIVE SERVICE We have accounts of eyewitnesses who served during the Rebellion and we will use these accounts as primary sources of information by inviting these “old men” to relate their experiences of the use of Armoured Trains during the Rebellion.

Inspector (later Lieutenant-Colonel) HF “Harry” Trew was the first District Commandant51 of the South African Police in Pretoria. During the Rebellion he was appointed the Officer Commanding of General Louis Botha’s Bodyguard and later OC of the Bodyguard during the war in German South West Africa. There was a very good personal relationship between General Louis Botha and Lt-Col HF Trew who wrote down many of the anecdotes and sayings related to General Louis Botha.

51 The first District Commandant of Police in Pretoria was Col Sam Steele of the SA Constabulary. Col Steele served in the NWMP of Canada and rose to the rank of Major-General in the Canadian Militia during WW1 – HBH. 148

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• Mobility of Government Troops during the Rebellion Lt-Col Trew tells us that General Botha collected a vast quantity of rolling stock at the Pretoria railway station. All this rolling stock was under the control of Colonel Carr of the South African Railways.

Lt-Col Trew tells us that it was soon evident that the strategy that General Botha applied was “to hold his mass of manoeuvre, as the French called it, in Pretoria. For this purpose he used the South African Railways. As soon as a trouble flared up, General Botha would entrain thousands of mounted men and race towards the flash point. He would then detrain at the nearest point to the scene of the trouble where he would scatter the rebel commandos. Afterwards he would return to Pretoria to prepare for another strike.

Lt-Col Trew tells us how General CF Beyers52 with his commando was encamped at Kommissiedrif53. At that stage General Beyers was the nearest menace to Pretoria. One evening a long line of trains set out for Rustenburg, headed by an armoured train.

Arriving at Rustenburg in the early morning, the horses were un-trucked with all speed and they set off on our march through Olifantsnek54 55. The Colonel tells us that it was evident

52 The great ANC-member and former Dutch Reformed Minister, Dr CF Beyers Naude, was named after this Boer War General and Rebel Leader – HBH. 53 Then known as Commissie Drift - HBH. 54 On the R24 app 10km south of Rustenburg. Olifantsnek: Lat: -25.78333 Long: 27.23333; http://www.traveljournals.net/explore/south_africa/map/m1846333/olifantsnek.html - [2010-10-11 P Mills.] 149

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that General Botha set out to attack his fellow countryman with a heavy heart. He has always been of the opinion that General Botha’s early death was hastened by this rebellion.

“As we wound over the top of the narrow ‘nek’ we heard a burst of rifle fire from our advanced troops, who had strict orders that they were not to fire unless fired upon. Word soon reached us that General Beyers' commando was in retreat, and the whole force moved forward at a gallop, through thick scrub country. That night we camped in the bush, and suffered a good deal from cold, as we had no transport with us. In the morning we moved south towards the western railway line, but could not regain touch with General Beyers, whose commando had apparently scattered. We eventually found our trains on the line ahead [29] of us, and returned to Pretoria. We then had an abortive trip on our trains to Brits, only to find on our arrival that the rebel gathering had scattered” Lt-Col Trew tells us.

Lieut JEM Thursby-Atwell says that although the Transvaal was relatively quiet. [General De la Rey had been shot by Const Drury of the SA Police, hunting for the notorious Foster Gang. When Gen De la Rey and General Beyers’ car refused to stop at a police roadblock near Langlaagte, he was shot by Police who believed the Generals were the fleeing Forster Gang.] However General CR de Wet was active in the Free State. The town of Reitz was made the rebel-stronghold. For approximately six weeks the Rebels had control of Reitz. Towns like Kroonstad, Harrismith, Bethlehem, Heilbron, Vrede, Lindley and Parys56 were subjected to attacks from the rebels. 57

• General de Wet’s men at Vrede, OFS.

55 Olifantsnek is on the road to Derby/Magaliesburg. There is also an Olifantsnek Dam. Kommissiedrif is between the Rustenburgb-Derby en Rustenburg–Koster Roads – J. Viktor [2010-10-11]. 56 Marvellous descriptions are also given by Col. Denys Reitz in his book. 57 Thursby-Atwell 1926: 106. 150

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• SAP Bethlehem

The South African Police at Bethlehem after the Rebellion and Head-Constable EWH Walker, who resisted the Rebels

On the 28th of October Gen CR de Wet entered the small town of Vrede with 150 men and then afterwards went to Winburg.

When the army and police returned from Rustenburg and arrived in Pretoria, they heard that General CR de Wet had revolted against the Botha-Government. General CR de Wet then had captured Winburg. He was supposed to have some five thousand men under arms. Meanwhile on the 3rd of November 2,000 rebels took the town of Lindley. 58 Next gen De Wet took Heilbron where the railway line and the telegraph and telephone lines were cut. From the end of October Kroonstad was practically in a stage of siege. On the 6th of November Colonel Manie Botha59 went after the rebels. 60

58 Thursby-Attwell 1926: The Fighting Police of South Africa, 108. 59 Nongqai 1942-08 60 Thursby-Attwell 1926: 110. 151

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Again, the police and army were mobilised and the horses were trucked Colonel Trew tells us: “They (the horses) were becoming so used to this practice that when the doors of the trucks were opened, they walked straight in. I was much struck with the Boer practice of trucking their horses with the saddles and bridles on them. This practice saved a great deal of room on the train, and as we carried a loading ramp with us on each train, if any sudden emergency arose, the horses could be un-trucked and ready for action in a very short time.”

• Shamrock?

Lt-Col Trew then relates how the long line of trains again set out, this time for the south. He says: “We drew up at the nearest point to Winburg, we detrained, and marched into the town, which we found General CR de Wet had vacated the previous evening.” [30]

Another source relates how they travelled south from Pretoria and at night the screens in the compartments were pulled down. Thus, making the train dark and not a clear target for attacking Rebels Forces. The Rebels, who must be remembered, fought against Britain 12 years previously.

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Lieutenant JEM Thursby-Attwell has the following to say about events in the small hamlet of Ventersburg:61 “Lieutenant Foucher's62 Intelligence Officer, Captain Klick63, was shot dead in the street at Ventersburg.”64 We also know that General de Wet attacked the Police Station at Ventersburg and blew up the safe in the Police Station – the old building is/was now the Free State Police Museum. Information at hand was that General de Wet went to Mushroom Valley which lies 30 miles east of Winburg”.

Col Trew then relates: “After dark the whole force moved out of Winburg, ostensibly back to the trains but really moving on Mushroom Valley. At 2 a.m. we halted, and after ringing the horses, lay down on the hard ground in our overcoats, and tried to get an hour's sleep. At 3 a.m. the column moved forward again. Just as grey dawn appeared, we rode over a ridge, and saw the green slopes of Mushroom Valley, with the farm-house and De Wet's laager in the middle distance. For once the general showed some signs of excitement, pointing his finger at the laager he called out: “There are the khakis, we have caught them." In that instant he had gone back fourteen years to the days of the Boer War. [31].

Lieutenant Thursby-Atwell gives us the date when General Botha left during November 1914. He says they moved out of Winburg, in the direction of Marquard, on the 11 November 1914 to go after General De Wet who was in Mushroom Valley. 65

Like in Anglo-Boer War Gen CR de Wet, once again, escaped the net – one has to remember that signalling between Government forces was not good – they relied on the telegraph and the heliograph. [36] Gen Tim Lukin did not get the message to stop Gen De Wet because his man who received the message by helio did not have the code.66

Lieutenant Thursby-Attwell tell us: “There was a certain liveliness on the Reitz-Frankfort line, where the armoured trains, The Trafalgar, Erin, and the Schrikmaker, excellently armed with quick firers and picked riflemen, and carrying powerful searchlights, did excellent work in conjunction with the mobile forces. The rebels tried on one occasion to cut off The Trafalgar, but a running fight ensued and the rebels suffered heavily.” 67

About this time Colonel Harry Trew overheard a conversation between the General Botha and a certain person. The latter said: When you capture the rebel leaders, General, you should deal very severely with them. The general replied: It is easy for you to talk, the responsibility is not yours. I am looking fifty years ahead; I do not wish to leave a wealth of bitterness behind, to keep my people divided forever."

61 On the NI on the way between Johannesburg and Kroonstad to Bloemfontein. It had a SA Police Museum – HBH. 62 Lieut Fouchè? 63 Captain Kieck? 64 Thursby-Attwell 1926: 113. 65 Thursby-Attwell 1926: 111. 66 Thursby-Attwell 1926: 111. 67 Thursby-Attwell 1926: 113. 153

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Col Trew then tells us that during their pursuit they relieved a small garrison of police under Captain Walker68, who were besieged in the flour mill at Bethlehem by a commando - being between 600 or 700 men strong. Col Trew tells us: “They had sent in a white flag to Walker, calling on him to surrender, and pointing out that with the few men he had he could not resist them for long. He [37] sent back an answer refusing to surrender, and before the attack could develop General Botha appeared on the scene, and the commando dispersed.

Later we are informed by Lieutenant Thursby-Attwell that on the on the morning of the 16th (November) General CR de Wet approached the railway line from the east three miles north of Virginia, where the line crosses the Zand River69.

At Virginia Colonel L. Badenhorst engaged the rebels. About 2,000 rebels managed to cross the railway line while about 2,000 rebels were beaten back and prevented from crossing.

We are informed that these rebels withdrew to the east towards, Doornkop. Armoured Train No. 270 then arrived during the course of the action and rendered great assistance in helping to cut off a portion of the rebel force. 71

Col Trew tells us that meanwhile General Koen Brits had gone off in pursuit of General de Wet, whilst they, with Myburgh 's commando, entrained at Clocolan on the Basuto (now Lesotho) border. From there they went via Bloemfontein to Kimberley, and had tried to head General CR de Wet off at Christiana. “We w e r e too late. We discovered, however, that he (Gen de Wet) was no longer a menace, as most of his men had deserted and gone back to their farms,” he said.

Rebellion under General Kemp then flared up at Lichtenburg. General Kemp and his commando started on his “wonderful ride across the Kalahari Desert”72, eventually to join hands with the Germans at Zwart Modder (Swartmodder).

68 Thursby-Attwell says Walker was a Warrant Officer i.e. a Head Constable – Thursby-Attwell: 109 – The Nongqai confirms this fact – see photograph – HBH. 69 Now known as the Sand River - HBH. 70 UDF Doc A188/9199: Armoured Train No 2 was under the command Capt Dixon with the Northern Force. 71 Thursby-Attwell p. 112. 72 Col Trew’s description – It was a wonderful military feat.

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“All our long trains were now hurried south to De Aar, to make a dash for Upington to try and intercept Kemp before he passed that place. Some nine thousand men and horses on trains set out to cross the desert via Prieska and Draghoender. As far as the latter the line was properly laid, but from there on it had been constructed at the rate of a mile a day, with no ballast, no bridges or culverts. The sleepers had simply been laid on the surface of the desert, and the rails spiked down to them.

“All our long trains were now hurried south to De Aar ...” Lt.-Col. Trew

Our greatest pace on from Draghoender was at the rate of ten miles an hour. It was an extraordinary sight to watch the sleepers as the trains passed over the rails, and to see them bury themselves in the sand. We now experienced a stroke of bad luck, as, for the first time in eight years, heavy rain fell in the in the desert and washed away a portion of the line ahead of us. This caused f u r t h er delay while the line was being repaired,” Col Trew declared.

• Convicted Rebels at Upington

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“We got back to [Upington] hear both good and bad news. Koen Brits had run General CR de Wet down, and captured him. Jopie Fourie's commando, however, had defeated a Government force north of Pretoria, and a great personal friend of mine, Captain Allan King, had been killed in the fight. What made it so tragic was that Jopie and King, who was Native Commissioner of Pretoria, had been good friends prior to the rebellion” said Col Trew. (Col Trew also knew Major Jopie Fourie and it was he, Col Trew, who with his men later during December 1914 arrested Major Jopie Fourie at Nooitgedacht.)

Col Trew tells us that the march by General Kemp's commando from Lichtenburg, Transvaal, to Zwart Modder near the German border, was one of the finest military feats in South African history! General Kemp had no dumps of food and water laid out ahead for him. He was continually pursued by fresh columns of Government troops. Simply by the force of his personality he kept his men together, and brought them through the arid, sandy and water-less country!

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Left : Sub-Inspectors Miller and Loftus at Braamfontein Railway Station.

Col Trew tells us they entrained at Upington. He says they slept most of the way on our long journey back to Pretoria. Here they settled down and started to prepare for the campaign in German South-West. 157

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He tells us that Major Jopie Fourie's commando was the only one giving trouble. He had been operating in the bush veld, about Pienaar’s River. He tells us how he and his men took a special train from Pretoria to De Wildt during the 1914 Rebellion to go and arrest Major Jopie Fourie, a former Boer Commandant and Major in the ACF of the Union Defence Force, and his rebels.

“My friend Major Jopie Fourie had a keen sense of humour”, Col Trew says he was shown a commandeering note that Major Fourie had given to the hotelkeeper at Pienaar’s River. In the note he stated he had taken goods to the value of £10 for the use of the Republican Forces; if his side won it would be honoured by the Republican Government, if he lost: The amount was to be debited against Generals Botha and Smuts!!

An interesting fact is that Col Theo Truter – the Commissioner of Police - was the presiding officer at the General Field Court-martial which was held in the Police Gymnasium at Pretoria Central Police Station. The cell door of the Central Prison at Pretoria where Cmdt Jopie Fourie was kept prisoner and shot, is now kept at the Police Museum at Ventersburg. His SAP 22 – [Prisoner’s Property Receipt] has also been saved for posterity.

From Pretoria the men of General Botha went by train from Pretoria to Cape Town where they camped on the lawns of Groote Schuur.

They sailed by ship from Cape Town to Walfish Bay (Walvis Bay.)

1. “Alles Zal Recht Kom” The Rebellion broke out and it was the painful duty of the English-speaker in South Africa and the Dutch-speaking Boers in the Army and Police to suppress the Rebellion and to loyally support their Commander in Chief – General Louis Botha. After reading a few books on the subject one comes under the deep impression that the smashing of the rebellion was a most painful experience to both General Louis Botha and General Jan Smuts. The Afrikaners, especially during and after the Second World War, never forgave General Smuts for the shooting by firing squad of Cmdt. Jopie Fourie. That is one of the reasons why General Smuts commuted the death sentence passed on Robey Leibbrandt.73

73 Interview with Lieut-Gen HV Verster, whose father Lt-Col Frank Verster, was Deputy Commissioner for Police in the Transvaal and knew General Smuts personally.

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The Forces Magazine had no idea the Rebellion would be crushed so soon and the prepared “strategic communication” or psychological operations (“psy-opps”). Here is a photo of Policemen reading the Nongqai on the banks of the Orange River just before the end of the Rebellion. The Body Guard then wore “hats” and for service in GSWA they had to wear helmets.

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Above is Nakop where the first shots in the War were fired at the lonely frontier police station. “Nakop is a small town and border post in south-eastern Namibia, on its border with South Africa. It lies ten kilometres north of the Orange River.”74 It is arid country and water is a problem.

2. “Alles Zal Recht Kom” The slogan was one that of the then President Jan Brand of the Free State always used, literally translated: “Everything will come right (provided man does his duty!)”

The Police and Armed Forces Magazine took up the slogan to motivate the Government Forces to crush the rebellion.

The following page appeared in the Nongqai January 1915 – by which time the Rebellion had been crushed.

74 http://en.wikipedia.org/wiki/Nakop

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STRATEGIC SAR-LINE PRIESKA ON TO KEETMANSHOOP The Difficulties that faced the SAR when they laid the line from De Aar to Keetmanshoop (Prieska – Upington Section over the Orange River at Upington):

Locomotives are floated over to the Upington-side –over the Orange River – now the Gariep. (Photos in this section from Eric Conradie of the defunct SAR Library, Johannesburg.)

The construction

of the line

to Upington.

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Then and now! Below the completed bridge over the Orange River; the second picture a nostalgic

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photo taken on the bridge whilst a passenger on Bosveld Train Safaris - while thinking about the first photograph. The Orange River at sunrise from the compartment window while crossing the river. Photo – Hennie Heymans.

World War One: Boer Rebellion The strategic situation

The new (or first) Prime Minister of Union of South Africa, General Louis Botha, a former General on the Boer side against Britain 12 years previously, was installed as Prime Minister of a united South Africa on 31st of May 1910. Previously he served as the Prime Minister of the Transvaal Colony from 1907 – a mere five years after the Peace of Vereeniging. General Louis Botha was regarded as an honourable man by Boer, Brit and Zulu alike. As a person who swore allegiance to the Crown he allowed the Imperial Troops in South Africa to leave for Europe and undertook to invade German Southwest Africa in order to deny the German the use of the harbours and to capture the radio stations in the territory.

Why a rebellion?

After the peace singed at Vereeniging the Boers of the Transvaal and Free State swore allegiance to the Crown. Some Boers were “Bitter einders” like Denys Reitz and left the country. The idea of a “free republic” was the old Boer ideal and the dream was kept alive in the hearts of the Boers.

A rebellion is an “open, armed, and usually unsuccessful defiance of or resistance to an established government.”75 This is actually what happened and the before they could take over the Government the rebellion was crushed.

In 1914 when Britain declared war on Germany the Boers thought this in ideal moment in time to get their Republic back. The Imperial Government was in touch with General Louis Botha he undertook to invade German Southwest Africa with South African troops in order to support the Grand Global Strategy – deny the German Navy the use of their harbours in GSWA and capture the powerful radio stations in the territory.

General Botha’s support of Britain was used to inflame the Boer’s perception that Gen Botha was in favour of the British while neglecting vested Boer interests! Nothing further from the truth – the

75 http://www.merriam-webster.com/dictionary/rebellion?show=0&t=1287753303

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Transvaal received self-government during 1907 – five years after the end of the Anglo-Boer War and General Botha – as did General JBM Hertzog – did everything in their power to reconcile the differences between the Boers and the “Brits” in South Africa.

• No.1, TRAFALGAR, commissioned 22.10.1914. Mo.2, SCOT, commissioned 6.11.1914. No.3, ERIN, commissioned 9.11.1914. No.4, KAROO, commissioned 6.11.1914. No.5, SCHRIKMAKER, commissioned 18. 11. 1914.

In addition to the armoured rains, two steel bogie trucks were fitted with loopholes at Bloemfontein and used as an improvised armoured train for patrol purposes. Nineteen wooden sided bogie trucks were fitted with sandbags; these trucks were distributed at various points in the Transvaal and the Orange Free State. They were attached to armoured trains as required.

The five armoured trains comprised standard rolling stock, suitably reinforced with steel plating to withstand rifle bullets, and were provided with loopholes. The composition of two of the armoured trains follows, and is quoted as in the original source in each case.

No.1, TRAFALGAR76 • 1 engine, • 1 gun truck 77, • 1 breakdown van, • 1 bogie truck, • 2 bogie cattle trucks, • 1 short van, and finally • 1 water tank.

No.3, ERIN78 The train is composed of: • One 6th Class engine, • Two iron bogies each end containing materials, • Two covered bogie cattle trucks.

1 The engine and covered bogie cattle trucks is plated with /2" steel plate. Each truck has 41 holes 9"x 4", 1 with sliding doors of /2" steel, for rifle fire; each slide door is adjustable by means of thumbscrews. Entrance doors are provided at each end and on one side of truck. Electric light is fixed and electric bells installed in each truck for signalling to driver, which is by code."

Armoured Train No. 3 was fitted out in the Railway Workshops at Bloemfontein, but not equipped with a maxim machine gun. No.3, Erin, was manned by men from East London and Port Elizabeth, and appears to have seen a fair amount of action during the Rebellion. An abridged account of one of its encounters follows, but unfortunately the date of the encounter is not recorded.

No.3 (Erin) seems to have "been, as the account says, ‘like a moth to a candle’, with regards the number of contacts that she had with the rebels. Other armoured trains would return from patrol with a 'Nothing doing'- report. On No.3's first patrol on the north line, Bloemfontein - Kroonstad, a good haul of horses, rifles, ammunition and rebel prisoners were brought back to base”.

76 Page 4, Militaria, 4/4, 1974 77 Author’s query: field gun or maxim? 78 From pages 28 & 29, South African Railways Magazine, January 1915. 165

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On this particular occasion No.3 had been at Thaba 'Nchu when the call was received to proceed to the Virginia area, where trouble was brewing. From all accounts, the speed of No. 3 back to Bloemfontein and then up the north line must have been at speeds in excess of the normal running speeds! Arriving at Virginia, No. 3 slowly moved to where shots were being exchanged between the troops and the rebels. According to one report, this action took place at Rietspruit Siding. However, there is no station or siding on the north line with this name. Maybe there has been a name change since those days.

The action resulted in the rout of the rebels, which No.3 and Enslin’s Horse shared the honours. Before the end of the engagement, armoured train No.2, Scot, arrived with their maxims. But was too late to be of any real assistance. They, however, had the opportunity to fire their maxims with good effect. After the above excitement, No.3 was again in action on the Frankfort line. No.3 also reconnoitred towards Reitz, where she once again became engaged with the rebels.

A short account of armoured train No.5, Schrikmaker, is also noted in the January 1915 issue of the South African Railways and Harbours Magazine. Besides patrolling in the Transvaal, No.5 also saw service in the Orange Free State, as mention is made of her being at Reitz. However, No.5 does not appear to have had the excitement that No.3 experienced. Captain ER Adams of Pretoria commanded armoured train No. 5. It would appear that men from Pretoria and Johannesburg manned her.

The Rebellion broke out during September/October 1914, and in the main was over by mid-December 1914. During January 1915 the last group of rebels surrendered. Following the collapse of the Rebellion, Armoured Train No.5, Schrikmaker, was sent to German South- West Africa to help with the campaign there. Armoured trains No.1, Trafalgar, No.2, Scot and No.4, Karoo, appear to have served there as well, although this is not clear. In case of emergencies, No.3, Erin was retained in South Africa.

The part played by the armoured trains is not mentioned in the books that I referred to for information on the 1914 Rebellion: • Trekking On - Deneys Reitz, • Jan Christian Smuts - JC Smuts (his son), and • Jan Smuts, An Illustrated Biography - Trewhella Cameron.

If readers of this article know of other publications that do refer to the armoured trains built for the 1914 Rebellion, please let our editor know.

References: - • South African Railways & Harbours Magazines, Jan., Feb.& March Issues, 1915. • Militaria, 4/4 1974, The Railways and the War Effort, 1914-1915, by Lt. R J Bouch.

THE PERSONALITIES AND PERSONS INVOLVED: THE GOVERNMENT FORCES The Prime Minister was General Louis Botha and he was loyal to the Crown and to the Empire as it was then called. In this venture he was assisted by General JC Smuts. At this stage it should be remembered that all the Colonies – e.g. Canada, Australia, New Zeeland and Rhodesia went to the aid of Great Britain.

The Commissioner of Police, Col Theo Truter, was loyal as was the greater part of the newly established Police Force. The Police gathered information of the pending Rebellion and informed 166

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the Government timeously. The Police also acted upon information regarding German spies active in South Africa. The Suspect Staff of the South African Police are on record that they recorded the movement of certain former Boer Generals.

In the Union Defence Force General Tim Lukin was loyal to the Government of the day. The Union Defence force consisted mainly of five brigades South African Mounted Infantry and Boer Commando’s.

• Union Defence Force – Defence Personalities No photo available Badenhorst, L – Colonel, no particulars.

Botha, Louis, General. First Prime Minister of the Union of South Africa. (1862 – 191979.) A former Boer-General. A man of honour and integrity. It was his painful duty to act against his former brothers-in-arms. His people called him “Lewies”. A prime case of conscience versus duty!

Botha, Hermanus Nicolaas Wilhelmus aka “Manie” – Colonel (later Brigadier-General in WW1). (1877 – 1950). He is the son of General Phillip Botha and a cousin of General Louis Botha. Fought in Anglo-Boer War under Gen CR de Wet. Served in both world wars.

Brits, Coeraad Jacobus aka “Coen” (1968 – 1932)80 fought in the Anglo-Boer War, great admirer of Gen Botha. Became a General in the Union Defence Force. A legend in his own time, a humorous officer. Col Trew has given us many anecdotes on this officer. General Botha saved his life during the Anglo-Boer War and he remained faithful to General Louis Botha.

No photo available Fouche – no particulars.

79 Uys,1992: 31. 80 Uys,1992: 31. 167

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Jordaan, Colonel is the man that captured Gen CR de Wet. Not much is known of this officer.

No photo available King, Capt Allan. He was the Native Commissioner at Hammanskraal and was shot in the first attempt to arrest Major Jopie Fourie. A friend of Lt-Col HF Trew and incidentally well known to Major Jopie Fourie.

No photo available Klieck or Kieck – no particulars.

Lukin, Tim – Sir Henry Timson Lukin (1860 – 1925). OC of the Cape Mounted Rifles and later Commandant-General of the Cape Colonial Forces. After Union he was appointed Inspector-General of the Union Defence Force.81

No photo available Myburgh – Marthinus Wilhelmus, (1870 – 1920) first Colonel- Commandant and later Brigadier-General.82

• The South African Police – Police Personalities Drury, C: No 2865 (M) Constable83 – His ricochet bullet killed General de la Rey on 15 September 1914. A Month later he was the ‘cook’ for the Body Guard in GSWA. He joined the Bodyguard on 15 Oct 1914.

81 Uys, 1992: 138 – 139. 82 Uys, 1992: 164 – 165. 83 King, 2000: 242. 168

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Thursby-Attwell JEM Lieutenant – A member of the Police – a Constable at Malmesbury (CP) and later an Officer in the Union Defence Force. Author of the book: The Fighting Police of South Africa.

Trew, Col Henry Freame aka “Harry”- OC General Botha’s Body Guard during the Rebellion and in GSWA, later Deputy Commissioner, SA Police, Western Cape. Author of Botha Treks and African Manhunts.

Walker, Head-Constable – of the SA Police Bethlehem. He stood up against the Rebels.

The Lowly Police Camel Although trains and cars were used, the police and army used horses (i.e. SA Mounted Riflemen) and we must not forget the lowly police camels that conveyed the water for men and cars! We also have to take note that the Rebellion and the first World war acted as catalyst to improve our railways!

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Some Gallant Policemen from Some Police Stations attacked by the Rebels

More can be read about Gen CR de Wet and Resident Magistrate CJ Fraser.

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• South African Railways Colonel Carr – South African Railways - Unknown

• The personalities and persons involved: The Rebel Forces This was not a simple question; a lot of passion and Afrikaner patriotism is involved! This was a passionate matter going right back to the first Boer rebellions in South Africa. Right back to 1795 when the first Boer Republic in Swellendam was declared, back to Slagtersnek, to Boomplaas and to the recent defeat in the Anglo-Boer War. This was the opportunity the Boer was waiting for! This was an emotive question giving them an honourable cause to fight for their freedom from British suppression. They wanted a “Free” Boer Republic where they could rule themselves!

Unfortunately, there were many Officers of the Union Defence Force that were fiercely loyal to the Boer cause and our ideals. They were Boers in the first place and South African’s in the second place.

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• The Rebel Forces Generals CF Beyers and ‘Koos’ de la Rey Gen CF Beyers, head of the Union Defence Force and former Boer General, resigned his commission as an officer. This encouraged many Rebels. Gen Beyers was travelling with General (Senator) Koos de la Rey – friend of Gen Methuen - towards Potchefstroom when they refused to stop at a police roadblock. These police were looking for the Foster Gang. Gen de la Rey was killed by a ricochet bullet. Gen Beyers was a former lawyer in Boksburg and his first question was when he met Col Sholto Douglas, DSO, that fateful evening was: “With what will I be charged?”

General Christiaan de Wet – Free State In the Free State the legendary Boer General CR de Wet and his rebel commandoes were active until he was arrested, charged and found guilty, fined and sentenced to imprisonment. He told Colonel Jordaan that he would never had been caught was in not for the government motor vehicles. Photo on right: After his arrest.

We must also acknowledge the Police Camel that was used to carry water for the forces on their wat to arrest General De Wet

General ‘Koos’ Kemp Col Trew tells us: “General Kemp had no dumps of food and water laid out ahead for him. He was continually pursued by fresh columns of Government troops. Simply by the force of his personality he kept his men together, and brought them through the arid, sandy and water-less country!” [ A good personal account is written by PJ van Zyl Hatting: My tog deur die Woestyn na Duitswes – Inleiding en annotering MCE van Schoor – Oorlogsmuseum, Bloemfontein, 2000.]

Colonel ‘Manie’ Maritz Colonel (Boer General) Manie Maritz of the Union Defence Force were active in the Northern Cape – GSWA region. In this category were officers like Colonel Manie Maritz who was in charge of the North-Western Cape where he easily could liaise with the Germans in GSWA. [For further information read his autobiography “My Lewe en Strewe”.]

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Fourie, Joseph Johannes (1878 – 1914)84 aka Jopie: Boer Commandant and later a Major in the Active Citizen Force. He did not resign his commission as an officer in the Union Defence Force. He was arrested near Nooitgedacht on 16 December 1914. He was tried by the Commissioner of Police, Col Truter in the Police Gymnasium at Pretoria Central Police Station and was sentenced to death. Shot in Pretoria Prison by Firing Squad made up of Police and soldiers.

• Why act against the Rebels? The Police and Defence Force have no choice in the matter; they have sworn allegiance to the Crown and the country. It is the duty of the Government Forces and the courts to suppress the Rebellion in the national interest. CONCLUSION The SA Railways played an important role in subduing the Rebellion and assisting the Union Defence Force in South Africa in order to obtain their objectives. The SAR is lauded for their role in the Rebellion, without their assistance it would have been a logistical nightmare

End | Slot Dear reader Please note that in this quasi-historical magazine we make use of various sources and consequently it is obvious that the document contains various diverse and personal opinions of different people and the author of the Nongqai cannot be held responsible or be liable in his personal capacity.

Geagte leser

Vir hierdie kwasiehistoriese tydskrif maak ons van verskeie bronne gebruik en bevat die dokument uiteraard uiteenlopende en diverse persoonlike menings van verskillende persone en die opsteller van die Nongqai kan nie in sy persoonlike hoedanigheid daarvoor verantwoordelik of aanspreeklik gehou word nie.

84 Uys, 1992: 82.

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ANNEXURE A

1939: SAP to Windhoek [SWA] Some photos of trains filled by the SA Police under the command of Col Frank Verster who went from Pretoria to Windhoek to intern Nazi sympathisers in SWA. These Nazi’s intended to capture SWA in a putsch after which they intended to present SWA as a gift to Adolph Hitler on Hitler’s birthday, 20 April 1939. I will focus on the railway photographs as given to me by Lt-Gen. HV Verster, son of the Colonel, and himself a WW2 veteran. (I will not in this edition talk about the role of Capt. Jan Taillard or anybody else – as the focus is on the SAR and the SAP conveyed by the SAR.)

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Unfortunately, I do not have photos of

1. The two Crossley armoured vehicles and other transport the SAP brought along conveyed by the SAR; nor of the

2 Nazi’s that were arrested and interned in the Union of South Africa. The internees travelled by train from Windhoek to the Union of South Africa and were held captive in various detention centres.

I believe the SAP used five trains to convey men, their camp and transport etc.

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