Outeniqua Choo-Tjoe

Try turning away when the Kaaimans River Railway Bridge comes into view. You can’t; it is the very definition of eye-catching. You’re intrigued. Located between George and Wilderness in the Western Cape, the bridge crosses the Kaaimans River as it enters the Indian Ocean. Whether you spot it from the river below, the Dolphins Point viewpoint above, or the N2 as you navigate its curves, the bridge and the undeveloped forested hills as they rise above both sides of the river mouth present an awe-inspiring picture. Together, they reflect the past era of railways as well as the challenging natural landscape through which the rail traversed.

The famous bridge from the river below (Wikipedia)

So in February 2021 I was surprised to learn that there was an application to construct a home on the hillside next to the bridge. The request was seeking permission to clear vegetation and undertake earthworks in order to build a dwelling, two guest rooms, and associated infrastructure on the property. For this, the owner needed an OSCA permit. The Outeniqua Sensitive Coastal Area process is the most significant tool to protect the environment in delineated parts of the Wilderness area. OSCA, however, does not cover all properties in the area by any means; in fact, it excludes many oceanfront and other properties that need such...

Thousands of people in South Africa and abroad dream of the day when the famous Outeniqua Choo Tjoe will run again. In the article below Peter Ball sketches the history and potential future of this world in one branch line.

The town of Knysna was founded in 1804 by an Englishman called George Rex, although the surrounding area had already been settled by the Dutch in 1770 for the purpose of farming and wood cutting. Rex saw great commercial potential in the indigenous forests and became the driving force behind Knysna becoming a port for the export of timber, even though the channel between the “Heads” became notorious for shipwrecks. In truth the land links were so poor that shipping was the only economic alternative no matter the risks involved.

George Rex Grave (The Garden Route by David Steele)

The Heads (The Garden Route by David Steele)

By 1870 a Norwegian family settled in Knysna by the name of Thesen and they became the owners of a business in logging, sawmilling, ship building...

This installment of the History of Southern African Railways series looks at the demise of the branch line network and will be relevant to many in the heritage community. Over the last few decades many lines have been closed and the heritage assets associated with them have fallen into disrepair. We certainly hope that Transnet's strategy to revitalise the branch line network will go some way towards turning this situation around.

The original mandate conferred on South African Railways (SAR) in 1910 placed a great onus on the Railway’s administrators. It said that the railways, ports and harbours should be run on business principles. However, it went on to say that due regard was to be paid to the provision of cheap transport for agricultural and industrial development.

The railways, as of 1910, had a total route mileage of 7000 and the trunk lines were considered to have reached to their fullest extent. Thus further development (and expenditure) would be in the upgrading of the existing system and the construction of branch lines to serve the country districts. The latter will be the focus of this article.

By definition a branch line is a secondary line which branches off a trunk line, that enables rail traffic (either passenger or produce) to be carried onward from the country districts to the major centres (ports or markets).

The typical branch line in South Africa was a Cape Gauge, lightly laid single track (45lb/yard rail) and with its accompanying telegraph line was a vital link between...