We trace the history of the Union Limited, which dates back to the early 1900's, and we follow it's effect on rail travel through Southern Africa. Like so many of the world rail systems, those of South Africa also started out as pioneer lines, built by private companies. In the mid-1900's, Southern Africa, although one economic whole, consisted of several states, divided roughly into a republican north and a (British) colonial south, i.e. the Cape and Natal Colonies, bordered by the Transvaal and Orange Free State republics. In what was to become later known as the "scramble for Africa" the two republics lost their independence ( after a three year war) and became part of British South Africa.

The politics of Southern Africa during the last thirty years of the 19th Century were, to a great extent, dominated by railways and customs questions affecting all the states. As a result of the diamond and gold discoveries in the deep hinterland from 1870 to 1886 and the opening of more and more gold mines, the South African economy shifted from South to North. With these developments came all the social and economic disturbances typical of the transition from agrarian to industrial societies. In less than 25 years all the ports of the colonies were connected by rail to Johannesburg, heart of the new industrial South Africa. By 1902 many branch lines had been added to the main trunk routes starting from the port of Cape Town, East London, Port Elizabeth, Durban and Maputo - and all competing for the rail traffic from Johannesburg. Further north, the railway had penetrated to the edge of Central Africa, Bulawayo, by 1897. The three main rail systems competing with each other were the Cape Government Railways, Natal Government Railways and Central South African Railways, the latter being the combined system of the two previous republics.

It was mainly due to the absence of suitable roads that rail transport assumed such an important role in the economic and political life in South Africa from the 1880's onward. The rush to the gold and diamond diggings demanded better transport than the ox-wagon and stage coach. Once the railways from the ports to Johannesburg were completed, the three main railway administrations pulled no punches in the struggle for the lucrative passenger and freight traffic to and from the Witwatersrand.

During these formative years (1895 - 1910) a standard was set for passenger train travel which could (considering the narrow gauge) equal the best anywhere in the world. Apart from passenger trains serving normal first, second and third class traffic, the Natal Government Railways had its "Corridor Express Trains", while the Cape boasted its "Limited Express", both these trains were (naturally) for first class passengers only. In 1901 Southern Rhodesia ( now Zimbabwe) added another luxury train to the South African scene and called it the Train De Luxe, also known as the "Zambesi Express". During the latter part of 1903, the Central South African Railways introduced its own Train De Luxe between Pretoria and Cape Town, which was the ultimate in luxury train travel for the time.

From 1905 the idea of unifying the four colonies into a single state was pursued with vigour. One of the important reasons cited for unification was the destructive rates and tariff wars amongst the three railway administrations. It took another five years to realise this ideal and on 31 May 1910 the four colonies became provinces in the new Union of South Africa. The most important and most senior cabinet position in the new government went to J. W. Sauer, Minister of Railways and Harbours.

From its inception in 1910 and through all the years after, until 1991 when this huge State transport organisation was commercialised, the SAR & H was seen by various governments and the public at large as a vehicle and tool for the general development and upliftment. This exceptional role forced the SAR Administration into fields sometimes far removed from its core business.

In 1912 the railways became the country's largest road operator; during the Great War of 1914-18 it served the military needs of the British Empire, as it did again in the Second World War. From 1919 onward, it assumed the role of a maritime operator with ships sailing as far as Australia. It was the driving force behind South Africa's endeavour to enter the world export market, commencing with a gigantic scheme of constructing grain silos throughout the country in 1921. With the great railway construction programmes of 1913 and 1925 and the enormous electrification schemes started in 1923, the SAR put the country on a rapid road to modern industrialisation. During 1934 the SAR took over commercial flying and established South African Airways. Apart from operating a huge telecommunications network in South Africa and Namibia, it even dabbled in radio broadcasting! Years later, in the 70's, one more mode of transportation was added to its operations when the first commercial pipelines for petroleum products were constructed.

It has often been said that the SAR & H was a State within a State; and with good reason. This organisation was indeed the largest state enterprise and employer. It wielded considerable economic power through local and overseas purchases. A particularly interesting activity of the SAR was that it also functioned as a publicity and tourist agent for the country. For this purpose it ventured into the photographic and printing industry. In the process, thousands of pictures, posters, publications and lantern slides were made to advertise the country. A considerable number of films were made by its own staff. In 1919 the SAR founded the South African Publicity Association and was the first to print a complete hotel guide for Southern Africa.

To support the important function of a tourist agent, the SAR administration insisted on absolute quality service to the travelling public and, consequently, kept an ever watchful eye on the punctuality of trains. The search for ways and means to speed up passenger-trains was an on-going process and kept the civil and mechanical engineers on their toes to meet these demands. The very efficient coaching stock of the pre-Union luxury trains served these needs for a long time. Such was the standard of them that when, in 1923, the SAR launched its new Union Limited and Union Express train services, the bulk of the stock came from the prestigious Train de Luxe of 1903. During 1927 and 1929 the articulated saloons were added to the Union Limited and Express, and the dining car "Protea" joined the train from 1933 to form the final make up of the Union trains until the outbreak of the Second World War.

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