The history of rail transport in Namibia began with a small mining rail line at Cape Cross in 1895. The first major railway project was started in 1897 when the German Empire, German Colonial Authority built the gauge ''Staatsbahn'' (State Railway) from Swakopmund to Windhoek. By 1902 the line was completed. Parallel to this government initiative, the Otavi Mining and Railway Company (O.M.E.G.) was established. It built another gauge line, the ''Otavibahn'', from Swakopmund to Tsumeb via Otavi between 1903 and 1906, and a branch from Otavi to Grootfontein in 1907/08. The German colonial railway was taken over by the Railways of South Africa after World War I, and linked into the network of South Africa. After the independence of Namibia, TransNamib took control of the national rail network, which, by that time, had long since been converted to gauge.

German colonial period

Beginnings

The basic structure of the Namibian railway system dates from the time when the country was a colony of the German Empire known as German South West Africa. This arid part of the African continent was not very productive for agriculture. Initially, overland transport was operated entirely by ox-cart. A small mining rail line opened at Cape Cross in 1895. Soon afterwards, the ox-cart transport system totally collapsed, in the wake of a 1890s African rinderpest epizootic, rinderpest epidemic in 1897. As it was necessary to react quickly to the now extremely precarious transport situation, decisions were made: #to build a railway line from the German port of Swakopmund to Windhoek, #to use existing, gauge military Feldbahn material, and #to entrust a railway brigade with the construction work, which began in September 1897. Train services on the whole of the new line, which was called the ''Staatsbahn'' (State Railway), began on 19 June 1902.

Network development

Construction of the railways connecting with the ''Staatsbahn'' was aimed partly at military strategic objectives following the Herero and Namaqua Genocide, uprising of the Herero and Nama, and partly at economic requirements. By World War I, the following lines had been developed (listed by first year of full operation): *1902: Swakopmund–Windhoek line, gauge, Karibib–Windhoek section regauged in 1911 to gauge. *1906: ''Otavi Mining and Railway Company, Otavibahn'', gauge. **1905: Onguati–Karibib branch. **1908: Otavi–Grootfontein branch. *1907: Lüderitz–Seeheim railway, Lüderitzbahn, . **1909: Seeheim–Karasburg, Kalkfontein branch. *ca 1911: Kolmanskop, Kolmannskuppe–Elizabeth Bay, Namibia, Elisabethbucht–Bogenfels, rail siding, industrial railway of the sperrgebiet, diamond fields. *1912: Windhoek–Keetmanshoop railway, gauge. **1912: Rehoboth, Namibia, Rehoboth shuttle, gauge (questionable).According to Schroeter; Bravenboer does not mention this line. *''1914: Otjiwarongo–Outjo–Okahakana, gauge (project started, but not completed due to the war).''

Industrial railway of the diamond fields

The 600mm gauge industrial railway of the diamond fields, between Kolmannskuppe and Bogenfels, was electrified from 1911, and thus became, to this day, the only electric railway in Namibia. As the diamond mining was always moving further south, the northern part of the line as far as Pomona, Namibia, Pomona was abandoned in 1931, and some of its materials were used for the extension of the railway towards Oranjemund. The southern section was operated with diesel locomotive, diesel traction. The industrial railway no longer exists today; the lifting of the line was carried out by bulldozers and trucks.

World War I and after

With the outbreak of World War I, the German ''Schutztruppe'' military unit retreated from the coast, and withdrew into the inland. In the process, the ''Schutztruppe'' destroyed the ''Otavibahn'', and the old ''Staatsbahn'' towards Karibib, as far as Rössing. British troops immediately moved forward from the British enclave of Walvis Bay, and by the end of 1914 they had built a long railway to Swakopmund. The ''Otavibahn'' was also reconstructed in as far as Usakos, and the section between Usakos and Karibib was realigned. The network north of Usakos remained in gauge; the workshop for both gauges was consolidated in Usakos, and the one in Karibib was closed. Neighbouring South Africa was also an enemy of the German Empire. From there, a new railway was constructed – as an extension of the De Aar-Prieska railway – to achieve a secure supply route for the South African troops. In 1916, the line was connected to the German network at Kalkfontein (now Karasburg).

Network expansion

Under South African/British occupation, the following lines were established (listed by first year of full operation): *1914: Walvis Bay–Swakopmund in . *1915: Swakopmund–Karibib: Reconstruction in . *1915/1916: (De Aar)–Nakop (border)–Kalkfontein in . *1921: Otjiwaronge–Outjo 600mm gauge (based on German preparations). *1929: Windhoek–Gobabis railway in . *From 1958: the ''Otavibahn'' north of Usakos was gradually regauged to , with the new line being laid parallel to the existing line, but largely on new foundations; the new line was in operation from 1961.

Mandate period

From August 1915 the Namibian railway network was operated de facto by South African Railways, and this arrangement became official in 1922. From 1959, steam locomotives were gradually replaced by diesel locomotives, for which an engine-house was built in Windhoek. This made operations very much easier, because water is in short supply in Namibia, and the coal needed to heat the water in the steam locomotives also had to be procured from the Transvaal Province, Transvaal.

Independence

After the independence of Namibia, TransNamib took control of the national rail network.

References

Notes

Bibliography

* * * * * * *

External links

{{DEFAULTSORT:History Of Rail Transport In Namibia History of rail transport by country, Namibia History of transport in Namibia, Rail Rail transport in Namibia de:Schienenverkehr in Namibia#Geschichte und Netz