Two Years on Trek: Being Some Account of the Royal Sussex Regiment in South Africa

by Louis Eugène Du Moulin

One company of our battalion was sent out on picket to the right and left, up to the summit of the rising ground, from which a clear view could be obtained for some miles, and the remainder were directed to stay in the train, which might have to steam back at any moment. The men of the Engineers were out of the train and at work, coolly and deliberately, each man at his own particular job, before we had done looking about us.

The Engineer officer informed me that the damaged rails would all have to be removed and replaced by new ones, and that all the broken sleepers, a large number, would have to be dug up and others put in their places; a gang of native labourers were already at work fetching rails and sleepers from the trucks, while the Engineers were clearing away the ballast and exposing the rails to another party, who prized up the rails with crow-bars and burst them out of the chairs with sledge hammers.

This was all work which numbers of our reserve men, who had been employed as platelayers on the railways at home, could well undertake, so I asked for volunteers to come and work; as is always the case with our men, no matter what they are asked to do, volunteers came forward in large numbers; but only about fifty men were required, who set to work forthwith. In four hours thirty-four damaged rails had been taken up and replaced by new ones, and fifty-four new sleepers had been put in position, and the line was safe enough for our train to pass, after which the native gangs would complete the work. During this time our men had been allowed out of the train by parties in succession to cook their food for breakfast, the company on picket being relieved also for this purpose. We had some telegraph men on board the train, but as they had brought no instrument, the wire could not be tapped, and the railway authorities in Kroonstad could not be informed of the progress of the work until we reached a station.

The damage had apparently been caused by quite a small party of Boers, there being the spoor, or track, of one ox wagon, a couple of Cape carts, and about twenty men on horseback; they had apparently gone off in the direction of the hills lying to the west, towards Bothaville. About eleven o'clock work was concluded, and we proceeded rapidly to the next break, passing on the way the station at Geneva.

The next break was found to be beyond Holfontein; here the damage consisted in four pairs of rails with the sleepers attached having been removed bodily, one pair having been turned over preparatory to being removed, all the bolts and nuts of the fish plates for quite 600 yards broken off, all the telegraph wires dragged away, and the posts, without exception, dragged down and broken and the insulators smashed.

This was the greatest damage that had, as yet, been carried out in this neighbourhood, already famous for the numerous raids on the line. The nuts of the fish plate bolts, four to each rail, had been smashed off with heavy sledge hammers by men who were acquainted with the work, not by ignorant farmers, and to execute this job by night and over an extent of line 600 yards long meant the breaking of no less than 480 bolts. The rails, thus capable of being disconnected, were lifted in pairs with the sleepers, deeply embedded in ballast, still attached, and were turned over on their backs, thus forming a sort of sledge; four pairs had been dragged away by bullocks over a ditch and across the veldt, one pair having been taken more than half a mile away, and the others being about 200 yards from the line. To lift these rails, even with the iron telegraph poles, which had seemingly been used as levers, must have taken at least sixteen powerful men to each pair of rails; apparently the Boers intended to remove more than the five pairs of rails which they had shifted, or else they would not have smashed so many of the fish plate bolts. This was the least damage that was done, and although we could not then replace such a large number, it was of little consequence; there were no expresses likely to thunder along at forty miles an hour, and the track was quite safe for a day or so as it was without bolts.

Having seen the damage done, the next thing was to repair it, but this did not take long; putting a company out on picket on each side of the line, we got another company to work on the rails lying out on the veldt, and, with a long and thick rope that was in the tool van, G company, and afterwards A, soon towed the rails back again (although it was a stiff pull even for 80 men), turned them over and lifted them into their places, where the Engineers soon put them right. Some of the sleepers had to be replaced by others, but as regards the telegraph line and posts, we could do nothing; no less than eight wires, one of them a copper telephone wire, had been removed bodily, and the posts smashed as far as the eye could reach.

It will be easily understood what an interruption this caused, not only to the railway traffic but to the communications with Cape Town: however, telegraph operators were at work everywhere, and a temporary line was rigged up that day; but it was a long time before all the wires could be renewed.

The Engineers and our men were not long repairing the rails, and in about half an hour we were on the move once more towards Ventersburg Road, in full sight of which was the next, and luckily the last, break; in this one the line had been blown up in two places, necessitating two new rails being laid, but for fully 200 yards or more the fish plate bolts had been broken off as before; for 120 yards the rails had been disconnected and torn asunder, apparently with the intention of dragging them away over the veldt, and for no less than a mile and a half all the telegraph posts had been torn down (evidently by teams of bullocks) and smashed, and the wires dragged away: every insulator was broken in pieces.