The introduction to the 'Union Limited - Express' Trains de Luxe of the twin dining saloon named 'Protea' in 1933 caused much excitement as she was considered 'a tremendous advance in design over her predecessors' and was to re-write railway history. A new type of coaching stock bogey, of vastly improved mechanical design, had also been designed together with an ultra- modern interior; 'Protea' was also liveried in a very distinctive cream and blue.

D uring 1934, 'Protea' served on the Royal Train which conveyed Prince George, Duke of Kent on a tour of the country and her blue and cream colours stood out in sharp relief to the rest of the train which was tamed out in ivory. So popular were these colours that in 1935 the 'Union Limited' was entirely liveried in blue and cream, portent of what was to come for over the years the trains became fondly known 'as those blue trains'.

On July 14, 1937, twelve luxury, all- steel, fully air-conditioned sleeping saloons were ordered from Metropolitan-Cammell Carriage and Wagon Company Limited at Saltley, Birmingham, England, at a cost of R19,316.00 each, followed on August 23 by an extended order which included two air-conditioned, all-steel lounge cars, two air-conditioned all-steel dining cars, kitchen cars and an all-steel baggage van. Delivery of all twelve passenger saloons for use on the 'Union Limited' and the 'Union Express' was taken in 1939, while the remainder arrived the following year.

The interior of the cars were dust-proof and the air-conditioning, carried out on the Stone system, ensured cool air in summer and warm air in winter. The new air-conditioned stock gradually replaced the earlier cars and the 'Union Limited' and the 'Union Express' became all-steel sets. They ran for only two years before being withdrawn from service to wait out hostilities and for a time female dining car stewardesses held sway while many of their male counterparts donned the khaki.

The, post-war period saw the continuation of South Africa's participation in the world's luxury passenger train renaissance despite the forecasts of many prophets of doom. It was about this time that some of the great world railroads had become casualties of the economies of railroading and the relentless inroads made by ever-larger aircraft, and finally the Pratt and Whitney jet engine revolution.

In 1946, the Blue Train was officially named by the Hon FC Sturrock, Minister of Transport of the day. The train was hauled by steam on its entire run at that time with a class 15F from Johannesburg to Klerksdorp, a class 23 from Klerksdorp to Kimberley and on to De Aar, a class 15E from De Aar to Beaufort West, a class 23 from Beaufort West to Touws River and finally a class 15F from Touws River to Cape Town.

The Royal Family tour of South Africa in 1947 saw the ordering of eight ivory-painted air-conditioned saloons from Britain, three of which were built to Blue Train sleeping car standards, while the remaining five were special saloons for use by the Royal family and Jannie Smuts the erstwhile South African Prime Minister.

After the tour the Blue Train type saloons were painted in the Blue Train's livery for service on the Blue Train, while the remaining special saloons became part of the White Train used, in earlier years, exclusively by the President of the Republic.

The introduction in 1939 of the first all-steel, air-conditioned saloons sounded an early warning for the future role of steam motive power. There were those who were looking to the systematic take-over by electric traction due in part to the heavier all-steel construction of the carriages and their contention that steam traction could not 'handle' the extra drag. Electric traction made its entry into the life of the Blue Train in 1951 when, for the first time, the train was electrically hauled out of Johannesburg.

Gradually steam power relinquished its hold to electricity firstly on the section Cape Town to Touws River, the last steam hauled section being between De Aar and Kimberly, now diesel hauled. Despite a world move away from luxury trains for three decades after the second world war in preference for other means of air and road transport, South Africa continued to maintain its lead in luxury train development with the birth of the second Blue Train in 1972.

This was a time when even the fortunes of the illustrious Orient-Express were on the wane. Two completely new Blue Train sets were built, this time in South Africa, by the Union Carriage and Wagon Company (Pty) Ltd of Nigel, near Johannesburg, at a cost in excess of R5 million. Like their renowned predecessors everything about the luxurious new Blue Train of 1972 was on a grand scale and it was the first permanently coupled set to run the route.

Blue Train '72 boasted a console in each compartment with buttons to control the window blinds and audio entertainment channels. Although completely air-conditioned, a switch allowed passengers to vary the temperature within each compartment according to their own comfort levels. A button also summoned the 24 hour attendant who provided a comprehensive valet service. A microscopically thin layer of gold was diffused onto one surface of the window to deflect heat and glare without interfering with the taking of photographs through the glass.

The body length of the coaches in the new train was increased by just over 30cm and the overall width by 5cm. A thinner bodyside was evolved resulting in the interior width being increased by 13cm. With its richly carpeted interior and wide picture windows, the suites and compartments were strategically marshalled to avoid the sun's afternoon rays. The splendid bowls of fruit and enormous flower displays dominated by the indigenous Protea, completed the ambience of the dining car.

The observation car comfortably accommodated thirty-four passengers with its famous back illuminated panels featuring reproductions of the works of the famous South African artist, Pierneef. The end partitions with their glass doors completed the air of club- like privacy. It carried 108 passengers in a standard of luxury and quality of material and workmanship equal to the best in the world.

After 22 years of illustrious service even the Blue Train's fortunes were being seriously reviewed. It was increasingly felt by many at Spoornet that while the Blue Train experience remained a marvellous one, something even better was needed - a train that would be unequalled in the world.

Like their illustrious 1946 and 1972 predecessors, the 1997 unveiling of the first of the two new Blue Trains soon raised international standards, setting challenges to the world of luxury passenger train travel. The October 1998 unveiling of the second new Blue Train completed the programme and the incarnation of these moving masterpieces rival five star hotels in terms of grace, comfort and cuisine.