4x4, HIGH CLEARANCE VEHICLES ONLY

•Ben Macdhui Pass (3001m): The highest in the group, near Tiffindell.  Avoid in wet/snow high clearance only - check with locals first

 

•Carlisleshoekspruit Pass (2563m): Connects Rhodes to Tiffindell., the famous "cement' pass, check with locals first, ices in winter

 

 

•Volunteershoek Pass (2581m): A steep, challenging road, avoid in wet/snow high clearance only - check with locals first

 

 

•Naudes Nek Pass (2590m): One of SA's highest passes, between Rhodes and Maclear.

 

 

•Lundean's Nek Pass (2170m): Scenic route near the Lesotho border.

 

 

•Joubert's Pass (2234m): South Africa's third-highest pass, near Lady Grey.

 

 

•Bastervoetpad Pass (2240m): Known for its extreme scenery and ruggedness. Dangerous - avoid at night or wet conditions, check with locals first

 

 

•Otto du Plessis Pass (2115m): Connects Barkly East to the R56.

 

 

•Potrivier Pass (1783m): Located near Maclear.

 

 

•Dangershoek Pass (1890m): A steep pass in the region.

 

 

•Pitsing Pass (1900m): Connects Mt Fletcher to Rhodes -  high clearance only, avoid driving late afternoon and evenings

 

 

 

 

 

Important Information: These passes, are frequently subject to

severe snowfalls,

black ice, and closures during winter.

 

Scottish Heritage

 

 

The region was first surveyed in 1861 by Joseph Orpen, an Irishman, whose descendants still live in the area today. The farms have names like Ben Nevis, Glen Gyle and Pitlochrie, which indicates that the area is reminiscent of the Scottish Highlands. There is even a Loch Ness dam below Tiffindell, and although no living monsters have been spotted there as yet, there are dinosaur fossils in the area that date back over 180 million years to the Jurassic Period.

 

 

Along the mountainous border of Lesotho, between Aliwal North and Barkly East, runs what was arguably the most scenic branch railway line in South Africa. It was constructed in four sections over a period of almost 28 years, spanning from March 1903 to December 1930. Construction of the final section, from New England to Barkly East, only started in 1928, because of delays caused by serious doubts about the economic viability of branch lines in general, World War I, and the sinking of a ship called Mexico loaded with building materials whilst en route from the United Kingdom.

 

 

 

German woman living in the area came up with the idea of using reverses rather than bridges and tunnels to negotiate the mountainous terrain. This meant that the trains had to zig-zag by manoeuvring forward and backwards up and down the steep inclines. This was slower but had the advantage of being much cheaper to construct. A total of eight reverses were built along this line, and two of them (numbers seven and eight) are clearly visible from vantage points along the Tierkrans Pass.

 

 

Eventually completed all of the way to Barkly East, the official opening of the line took place on 12 December 1930 as the train entered the station and a customary bottle of champagne was broken on the decorated locomotive, followed by joyous festivities. However, by the time of the line’s completion in 1930, a new competitor had arrived in the form of motor transport, against which it steadily lost ground throughout the ensuing 60 years. For economic reasons, regular service was finally discontinued in 1991.

 

 

 

Loch Bridge

 

 

Instructions for the commencement of the construction of the Loch bridge were issued during 1889, but a suitable site still had to be found. Once a suitable position had been selected, Joseph Newey, the District Inspector at King Williams Town, was instructed to complete designs for both ironwork and stone masonry type bridges. The estimated cost of £14 000 for a stone masonry bridge was approved, especially as Newey had found a good quarry site within half a mile of the site. Construction commenced in the middle of November 1891 and the last arch was keyed in on 5 December 1892. The bridge was finally completed in March 1893, and the approach roads were finished in September 1893. There were 24 stone masons, three carpenters, and about 150 labourers employed on the works, and some 300 more worked on the approaches on either side.

 

 

The bridge consists of five elliptical arches of 12 metres each, the length of the masonry is 80 metres and the full length of the bridge is 195 metres. The roadway is five metres wide and 13 metres above the riverbed. Wing walls were added to the bridge after floods in January 1898 damaged the abutments. The final total cost of the bridge amounted to £14 722, while compensation costs of £1 509 were paid out to adjoining landowners after arbitration. When the last stone was laid, there were only two left out of the thousands that were cut. Finally the official opening of the bridge took place on Wednesday 6 December 1893, the delay being due to a dispute between the local Divisional Council of Barkly East and the Government about the former taking over responsibility for the bridge. The bridge was opened by Mrs Gie, the wife of the Civil Commissioner and Resident Magistrate of Barkly East, Mr J C Gie, amid great festivities attended by almost a thousand people.

 

 

(https://4x4afrika.com/2023/01/25/history-scenery-and-rain-mountain-passes/)