Whaddabout?

We’re all exhorted to Sieze the Day! Carpe diem, said Horace. Grab Opportunities as they arise! Well, some people do just that.

I was reading about Andrew Geddes Bain, geologist, road engineer, palaeontologist and explorer in the Cape up to 1864, and his son Thomas Charles Bain, road engineer in the Cape up to 1888, when it suddenly struck me!

First, let’s see what these two very capable men achieved: Andrew Geddes Bain was in charge of the building of eight mountain passes, including the famous Bain’s Kloof Pass, which opened up the route to the interior from Cape Town. And he (and his wife) had about thirteen children. His son Thomas Charles Bain saw to the building of nineteen passes! His crowning glory was the Swartberg Pass that connects Oudtshoorn in the Little Karoo with Prince Albert beyond the Swartberg mountains in the open plains of the Great Karoo. And he (and his wife) also had about thirteen children.

And I suddenly knew exactly what happened when my Great-Grandfather Stewart Bain and his brother James Bain got off the ship in Durban in 1880. They were fishermen from the tiny fishing village of Wick, in the far north-eastern corner of Scotland, used to being ‘knee-high in brine, mud, and herring refuse.’ * They left Wick and gave up fishing some time after an uncle Stewart had drowned in a fierce storm while out fishing off Wick in one of those little boats. They got onto bigger boats and headed for warmer climes in the colonies: Durban, Natal.

When they arrived in Durban people asked them: ‘Bain? Are you the famous Bain road builders? We need road builders here. Can you build bridges too?’

And I know just what the brothers Bain said. ‘Roads? Och aye, we can build roads. And bridges? We can build them with one hand tied behind our back.’ You know, the old, ‘You’re payin’ how much to do that? Well, you’re in luck. I Happen to be Very Good at it . . . ‘

And so they built the railway bridges between Ladysmith and Harrismith, utilising their herring netting experience, learning as they went, ‘upskilling’ – thus goes this theory of mine – no doubt with the help of African labourers who had done this before.

And thereby they helped the railroad reach that wonderful picturesque town in the shadow of Platberg, so that I could be born. This subterfuge and venture made them enough money to buy the Railway Hotel (Stewart; he re-named it the Royal cos every Saffrican town has to have one), and build the Central Hotel (James); Then they could marry, have children – only about nine and eight apiece, though – and become leading citizens of their adopted dorp in Die Oranje Vrijstaat Republiek, a sovereign non-British country.

Then: One of Stewart ‘Oupa’ and Janet ‘Ouma’ Bain’s nine ‘Royal Bain’ children Annie, had two daughters; and one of those – Mary – had me! And here I am.

~~oo0oo~~

Think I’m being unkind to Wick, village of my ancestors? Read what Robert Louis Stevenson wrote about Wick to his mother when he stayed there in 1868:

‘Certainly Wick in itself possesses no beauty: bare, grey shores, grim grey houses, grim grey sea; not even the gleam of red tiles; not even the greenness of a tree. The southerly heights, when I came here, were black with people, fishers waiting on wind and night. Now all the boats have beaten out of the bay, and the Wick men stay indoors or wrangle on the quays with dissatisfied fish-curers, knee-high in brine, mud, and herring refuse. The day when the boats put out to go home to the Hebrides, the girl here told me there was ‘a black wind’; and on going out, I found the epithet as justifiable as it was picturesque. A cold, BLACK southerly wind, with occasional rising showers of rain; it was a fine sight to see the boats beat out a-teeth of it. In Wick I have never heard any one greet his neighbour with the usual ‘Fine day’ or ‘Good morning.’ Both come shaking their heads, and both say, ‘Breezy, breezy!’ And such is the atrocious quality of the climate, that the remark is almost invariably justified by the fact. The streets are full of the Highland fishers, lubberly, stupid, inconceivably lazy and heavy to move. You bruise against them, tumble over them, elbow them against the wall — all to no purpose; they will not budge; and you are forced to leave the pavement every step.’

~~oo0oo~~

Now read a sterling and spirited defence of our ancestral Scottish dorp by Janis Paterson – a feisty distant cousin, and also a descendant of the Bains of Wick; who read my post and reached for her quill (I have paraphrased somewhat):

Ya boo sucks to RLS! Robert Louis Stevenson was a sickly child. His father and his uncles were engineers who built lighthouses all over Scotland. Robert was sent to Wick, likely to get involved in building a breakwater there with his Uncle. But he was more interested in writing stories and was just not cut out for this sort of work. I believe he was also ill while in Wick. The first attempt at building the breakwater was washed away during a storm and also the second attempt. The work was then abandoned. I therefore propose that Robert just didn’t want to be in Wick, was ill, fed up with the weather and just wanted to get away to concentrate on his writing. The Stevenson family must have been excellent engineers, as all the lighthouses are still standing. Did Robert also feel that he was a failure as an apprentice engineer?

Stick it to him, Janis! How dare he call Wick fishy? Or smelly!? Or breezy!? Even if it was! Just cos a dorp is fishy smelly and breezy doesn’t mean strangers can call it fishy smelly and breezy!

Janis adds ‘Read this book review:’ ‘ . . fourteen lighthouses dotting the Scottish coast were all built by the same Stevenson family that produced Robert Louis Stevenson, Scotland’s most famous novelist. Who, unlike the rest of his strong-willed, determined family, was certainly not up to the astonishing rigours of  lighthouse building.’

Janis was right! 😉 All HE could do was scribble. Like me. But better.

~~oo0oo~~

• https://cdn.fulltextarchive.com/wp-content/uploads/wp-advanced-pdf/1/The-Letters-of-Robert-Louis-Stevenson.pdf
• Lots of confusion about the Baines, Baynes and Bains, so Prof Emeritus at UNISA Jane Carruthers set about unravelling eleven of them here in an article titled, The Bane(s) of South African Historians: https://www.theheritageportal.co.za/article/banes-south-african-historians?utm_source=substack&utm_medium=email – Road-builders, hoteliers, preachers, artists and one good trade unionist who fought for the poor honest working people and so gets the appellation “notorious!” Also, a Donald Bain of fighting for a Bushman Homeland Fame was born of a father who, like our Oupa Bain, was from Wick, so possibly related and may also have smelt of herring when he first got to South Africa.

~~oo0oo~~

On our big Karoo / Garden Route tour in 2023 Jess and I stopped at a monument to the original road-building Bains who I say inspired our newly-arrived, soon-to-be Vrystaat Bains to do likewise.

~~oo0oo~~

Later I found this on the Ladysmith to Harrismith extension of the rail line. Maybe the Bain bros got a piece of this action?

LADYSMITH – VAN REENEN – HARRISMITH

After the survey for the rail link from Ladysmith to Van Reenen was finalised, the route was pegged out in June 1889. A junction was formed a mile north of Ladysmith Station, recorded as 190¼ miles from Durban and 3350ft asl, and appropriately named Orange Free State Junction. However, terminating the line at Van Reenen was not considered very remunerative, and tapping into the OFS’s rich agricultural eastern region would make the undertaking more profitable. Negotiations with the OFS Volksraad resulted in the Natal Railway Administration being granted the sole right to build, equip and operate the extension from Van Reenen to Harrismith. Representatives of both Governments met in Harrismith on 25 February 1890 to work out the agreement’s details. In terms of the agreement signed on 24 June 1890, the railway was to be completed within three years of the turning of the first sod. Significantly, while profits would be equally shared between the two Governments, all operating losses would be borne by Natal alone. The Free State could, at any time, after giving six months’ notice, take over the railway at the cost of its original construction and any other capital expenditure.

Contracts for the earthworks and masonry culverts from Van Reenen to Harrismith were awarded on 22 January 1891†. The route generally followed the course of the Wilge River, graded at 1 in 80 with 600ft minimum radius curves. The energetic approach of the work crews completed the extension four months ahead of schedule. The extension from Van Reenen to Harrismith was taken into use on 13 July 1892. Initially, there was only one station, Albertina, later renamed Swinburne, between Van Reenen and Harrismith.

Distance from Durban, elevation in feet

Van Reenen  226       5520·49     Staging Station at the Natal/OFS border

Albertina     234¼     5408·46     Passing Station

Harrismith      249½     5322·30     Temporary Terminus

† The section from Van Reenen to Harrismith was built and operated by the NGR under an agreement signed on 24 June 1890 between the Orange Free State Volksraad and the Natal Colonial Government. The Orange Free State Volksraad authorised the Natal Railway Administration to construct, maintain and work, at its own risk, the line from Van Reenen to Harrismith. The working of the line was taken over by the CENTRAL SOUTH AFRICAN RAILWAYS (CSAR) in November 1903. No construction maintenance was allowed under capital expenditure (Under Law 29 of 1890, a sum of £260 000 was authorised for the construction of this section).

This ‘Bain’s Railway Map, c. 1903’ must surely be one of the famous Bains?