ulolwe railway
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Ulolwe Railway Journal Vol2 Issue 7TRANSCRIPT
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THE ULOLWE – Die Ulolwe SOUTH AFRICA – SUID-AFRIKA
A monthly railway research / historical publication ‘n Maandelikse spoorweg historiese en navorsing publikasie
Vol 2 no 7
Un-official / Nie Amptelik Everything to do with the former
South African Railways:
i.e. Railway Stations, Harbours,
Airways, RMT, SAR Police,
Armoured Trains, Lighthouses,
Pipelines, Catering, SAR Models,
Diagrams of Locomotives etc and
books on the Railways in
Southern Africa
Hennie Heymans, Pretoria, South Africa
July 2011
Photo: Rudi Venter
Patron - Les Pivnic - Beskermheer
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Contents - Inhoud
Welcome .......................................................................................................................................... 8
Editorial ........................................................................................................................................... 8
Main story 1939............................................................................................................................... 9
Transport in the Union Africa South ......................................................................................... 9
Road Services ............................................................................................................................ 10
Cartage Services to and from Railway Stations ...................................................................... 10
Joint Railways and Harbours Control ..................................................................................... 11
Airways ..................................................................................................................................... 12
Railways .................................................................................................................................... 12
Freight Rates ............................................................................................................................. 13
Train travel ................................................................................................................................ 13
Standard of the permanent way and capacity of locomotives .............................................. 14
1939 - Die spoorweë as nasionale bate / the railways as a national asset - GJ Diamond ........ 14
1939 Germiston ............................................................................................................................. 16
Where all roads meet: Germiston - the hub of South Africa’s transport system ................. 16
Germiston - Bruno Martin ........................................................................................................... 20
General Railway Map of South Africa .................................................................................... 21
Germiston 1939: An extract from 1:50,000 map 2628AA, 1939, edition 2 ............................. 23
1937 Map with General Manager’s Report ............................................................................. 24
Enlargement .............................................................................................................................. 24
SAR-ATLAS-M4-East-Wits .................................................................................................. 25
Ref1-Witwatersrand-1925 ..................................................................................................... 25
1939 Notes from the Chief Civil Engineer's Department S.A.R. & H. ...................................... 26
Langlaagte ................................................................................................................................. 26
1939 Accelerated Mail-Boat Schedules: Additional Fast Train. ................................................ 30
1907 - Chronicles of Small Beer – The Eastern Pay-Trip ............................................................ 30
1938 SAA November Statistics .................................................................................................... 34
1938 SAA Germiston .................................................................................................................... 35
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“75 Years of the Corridor Dining Express” – B Martin .............................................................. 35
1939 South African Airways: Junkers ZS-AFB & ZS-AGG........................................................ 36
1939 Industrial Locomotives: North British Loco: Crown Mines No 6 .................................... 37
1939: 19D built by Skoda .............................................................................................................. 38
1939 19C built by Borsig ............................................................................................................... 39
1939 Henschel and Ash Bros........................................................................................................ 40
1939 Vickers Armstrong Cammell / Vickers & Metropolitan Carriage .................................... 41
1939 Pyle Headlights .................................................................................................................... 42
1939 SKF Axle Boxes for Class 23 Henschel ............................................................................... 43
1939 Pneumatic Tools ................................................................................................................... 44
1939 Engine 2355 at Vryheid East................................................................................................ 44
1939 Timken Bearings – Beyer Peacock Garatts ......................................................................... 45
1939 Port of Lourenco Marques ................................................................................................... 46
1939 Rhodesian Railways: Victoria Falls Hotel .......................................................................... 47
1939 SAR Tourist Bureau ............................................................................................................. 48
1939 Sea trips ................................................................................................................................ 49
1939 Kenya & Uganda Railways & Harbours ............................................................................ 49
1939 Texaco for SAR Motor Transport ........................................................................................ 50
1939 SAR Correspondence Courses ........................................................................................ 51
1939 SAR Houses Randfontein ................................................................................................ 51
1986 South African Railways Police amalgamation with the SA Police ................................... 52
Servamus October 1986 ........................................................................................................ 52
Servamus October 1986 ........................................................................................................ 53
Our Police Family even bigger – Sgt Johan Parreira .......................................................... 53
Harbour protection ............................................................................................................... 54
Aircraft security & Maj LT Haasbroek - Lourierkrans ......................................................... 55
“Our Generals“ – Lt Gen JH Visagie ................................................................................... 56
An historic overview of the SAR Police – Capt M de W Dippenaar (SAP) .......................... 57
Const De Kocks ..................................................................................................................... 57
Lt-Col AA Cilliers ................................................................................................................. 58
Maj JN Klopper ..................................................................................................................... 58
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Uniforms 1946 / 1952 ............................................................................................................ 59
Water Police & Dog Squad ................................................................................................... 60
Airport and Aircraft Security ............................................................................................... 61
SARP Special Task Force ...................................................................................................... 61
SAR Police – Lady Officer in the late SARP uniform ......................................................... 62
SARP Training and Band ..................................................................................................... 63
Permission – Servamus: Annalise Kempen ............................................................................ 64
Servamus November 1986 – A new era .............................................................................. 65
Railway Police Activities / Spoorwegpolisie aktiwiteite – Brig Ronnie Beyl ........................... 66
1981 Die moles met die troepe op die trein ............................................................................ 66
Kaptein J van Heerden en sersant J.P.L. (Koos) Strydom .................................................. 66
Begeleiding van treine (Kobus) ............................................................................................... 67
Funkey Motortrollie en padvoertuie ....................................................................................... 68
Die motortrollie wat ontspoor het (Funky)............................................................................. 69
Diefstal van Krugerrande (Jan Smuts Lughawe) ................................................................... 70
International Association of Airport and Seaport Police ....................................................... 73
Seehawens ................................................................................................................................. 73
Die seevaart na Lüderitz met Elsie die Polisieboot ........................................................... 73
The thief that walked like a duck (Cape Town) ..................................................................... 77
Possak Diefstalle ....................................................................................................................... 78
Doodskis in die veld ............................................................................................................. 78
Possakdiefstalle in Transkei ................................................................................................. 78
Possak-etiket vang diewe ..................................................................................................... 80
Die possakdief in die linnekis .............................................................................................. 81
Trokdiefstalle ................................................................................................................................ 82
Trokdiefstalle – De Aar – 1971 ................................................................................................. 83
GSG 9 ......................................................................................................................................... 84
Luit- kol- André Horak: Tweede bevelvoerder .................................................................. 84
Johan Lotriet: Vierde bevelvoerder ..................................................................................... 84
Infrastrukture ........................................................................................................................ 85
Skerpskutteropleiding .......................................................................................................... 85
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Observasie en massadigtheid, strukture en optrede .......................................................... 85
Gyselaar onderhandeling ..................................................................................................... 85
Vliegtuigoperasies ................................................................................................................ 85
Treinoperasies ....................................................................................................................... 86
Bus operasies ......................................................................................................................... 86
Vaartuigoperasies ................................................................................................................. 86
Geboue operasies .................................................................................................................. 86
Skietkuns en skietoefeninge ................................................................................................. 86
Padblokkades ........................................................................................................................ 86
BBP-beskerming .................................................................................................................... 86
Taktiese Helikopteraanwending.......................................................................................... 87
Tegniese Aspekte .................................................................................................................. 87
Taktiese touwerk ................................................................................................................... 87
Tydelike spesiale taakmag eenheid ......................................................................................... 87
1 Maart 1985 - Permanentewording ........................................................................................ 87
Opleiding by ander instansies ................................................................................................. 88
1 Verkenningsregiment ........................................................................................................ 88
SA Vloot : Simonstad ............................................................................................................ 88
Demonstrasie en voorligting ................................................................................................ 88
Nasionale Intelligensiediens ................................................................................................ 88
Skole ....................................................................................................................................... 88
Besoekers uit die Buiteland .................................................................................................. 88
SA Lugdiens .............................................................................................................................. 88
Vlugbemanning .................................................................................................................... 89
Ontwikkeling van die Bom skakeloosstellingskursus – brig Frans van Eeden ................... 89
Gesamentlike SALM - SAV - SA Spoorwegpolisie oefening Durban: 1984 ........................ 89
Gyselaar Onderhandelingsvermoë ......................................................................................... 90
Vliegtuigkaping simulasie : S.A. Lugmag : Waterkloof na Durban Lughawe ..................... 90
Spesiale Operasies .................................................................................................................... 91
Komati Verdrag: 1983 : Tussen Mosambiek en Suid-Afrika.............................................. 91
Oopstel van die spoorlyn tussen Swaziland en Suid-Afrika: 1985 ................................... 91
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Padblokkades : Swazilandgrens : 1983 - 1985 ..................................................................... 91
Dankie – Ronnie! ................................................................................................................... 91
1939 Pietermaritzburg .................................................................................................................. 92
SAR Pietermaritzburg .............................................................................................................. 92
SAR Catenaries ......................................................................................................................... 92
Philately SAR Locomotives.......................................................................................................... 93
1983 Special First Day Cover and Post Cards – Oom Gert Olivier ....................................... 93
South African Class 16E 4-6-2– Andre Kritzinger ...................................................................... 95
Manufacturer ............................................................................................................................ 97
Watson Standard boilers .......................................................................................................... 98
Service........................................................................................................................................ 98
Preservation .............................................................................................................................. 99
Commemoration ....................................................................................................................... 99
Gallery ....................................................................................................................................... 99
See also .................................................................................................................................... 100
References................................................................................................................................ 100
1939 Railway Related Books for Railwaymen .......................................................................... 101
1911 System Office Staff - Kimberley ........................................................................................ 102
1939 Kimberley ....................................................................................................................... 103
1909 Kearnsey Light Railway .................................................................................................... 104
Railway Personalities ................................................................................................................. 104
Obituary – Driver AH Liddle ................................................................................................ 104
Mr Peter Radtke ...................................................................................................................... 105
Mr TH Watermeyer – GM SAR ............................................................................................. 106
1939 SAR Station Staff Bethlehem ......................................................................................... 107
Sir William Hoy ...................................................................................................................... 108
Col HM Greene, Minister of Railways & Harbours, Natal Government ........................... 109
1909 NGR Mishap at Sterkspruit 231¼ Miles (Apparently between Van Reenen and
Swinburne.) ................................................................................................................................. 110
1939 News from SWA – also see new SAA service between Windhoek & Rand .................. 111
Mr OR Spyker – System Engineer ......................................................................................... 112
Oceanic disruptions ................................................................................................................ 113
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SAR Class 1A no 1298 ................................................................................................................ 113
Some Locomotive photographs ............................................................................................. 114
Carlos’ Junction: This time an old photograph of Cape Town’s old station: ......................... 115
SAR Class H 243 ......................................................................................................................... 115
Wepeners’ Perambulations ........................................................................................................ 116
Bloemhof ................................................................................................................................. 116
Odendaalsrus .......................................................................................................................... 120
Shunting at Hennenman ........................................................................................................ 120
Mothusi nr Welkom................................................................................................................ 121
Boskuil ..................................................................................................................................... 121
Daalder .................................................................................................................................... 122
Eersteling ................................................................................................................................. 123
Leeudoringstad ....................................................................................................................... 124
Sheltam – Virginia .................................................................................................................. 125
Makwassie ............................................................................................................................... 126
Ancona Rooiblom .................................................................................................................. 126
Road Trains Australia ................................................................................................................ 127
18E’s at Lidgetton Rudi Venter.................................................................................................. 127
Anglo Boer War - Block House & Bridge Terry Rowe ............................................................. 129
Marius Avenant - Stellenbosch ................................................................................................. 132
Oom Les Pivnic on the Ganger or Ploegbaas ........................................................................... 132
C-10 – No 32010 “Joseph” .......................................................................................................... 133
A “Boereraat” or a Burn Remedy - Paul Els our Military Correspondent ............................. 134
Benguela Railway - Anton van Schalkwyk .............................................................................. 134
Oom Les’ Green “Studebaker” .................................................................................................. 135
Copyright: Les Pivnic ................................................................................................................. 135
EPCC’s Baldwin @ Brecon Mountain - Rly Terry Rowe .......................................................... 136
Boon Boonzaaier ......................................................................................................................... 140
Bruno Martin – Australia ....................................................................................................... 140
Dave Fortune ........................................................................................................................... 140
Les & Sandy Smith.................................................................................................................. 140
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Louis Lubbe – George Railway Museum .............................................................................. 140
JP Strydom writes: .................................................................................................................. 143
Specie rytuie 4096, 4097, 4012 & 4013 ................................................................................ 143
Spoorwegpolisie Taakmag ................................................................................................. 143
Treinbedryfkursus, Kobus & Chris ................................................................................... 143
Funkey ................................................................................................................................. 143
The Market Place ........................................................................................................................ 145
Open Day – Atlantic Rail ....................................................................................................... 145
Dream Trains .............................................................................................................................. 146
INDEMITY / VRYWARING ...................................................................................................... 146
Good Bye! - .................................................................................................................................. 147
Welcome
Welcome to this “mid-winter “edition of The Ulolwe. My first reaction was that there would
be a meagre harvest. However the news just rolled in! A special word of thanks to all our
correspondents and those who sent in material and photographs to make this a bumper
issue.
Editorial
Our main story gives an overview of the South African Railways and all its facets a few
months before the outbreak of the Second World War. Our own South African Railways is
compared to the railways in Australia. In some respect the South African Railways and its
protection through legislation as national carrier against road traffic, was far better than in
Australia. The paper is presented by Edward Simms the then Commonwealth Secretary for
the Railways of the Commonwealth.
We also have other material from our regular contributors as well as an early 1909 – 1910
article on the “pay train”.
In this issue we focus on mainly January 1939, we look at the railways, the airways and at
the adverts of the time that focussed on the SA Railways. So much has changed, yet so much
has stayed the same! However it is so nice to see the “new” locomotives which were recently
manufactured and could at least have worked to 2039!
And something on the new SAR signals of 1939 at Langlaagte – we also take a look at
Kimberly, Germiston and South West Africa’
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We take a long look at the SAR Police what they did, how they were trained as well as the
demise of the SAR Police. A special word of “thanks” to Brig Ronnie Beyl. He shared some
information with us. He is one of the pioneers of the SAR Police’s Special Task Force. The
main purpose is to record SARP history and to supply building blocks for history and for
our future generations and for those interested in the SAR Police generally. They were
indeed a fine force!
We also have a feature on some of the staff of the SAR who made things happen!
Main story 1939
Transport in the Union Africa South
An Address delivered before the Institute of Transport, Sydney and published in the
SOUTH AFRICAN RAILWAYS AND HARBOURS MAGAZINE January, 1939. By
Edward Simms M.Inst.T., Secretary, Commonwealth Railways.
In South Africa, the Union railways are under one control. In Australia, there are seven
different railway administrations, each working independently.
Prior to the Union of South Africa there were four colonies and four railway systems.
On consummation of the Union these were joined. On the other hand, on the establishment
of Federation in Australia the States maintained their sovereign rights and continued to
operate their railways. South Africa has 13,000 route miles (Capital Account £151,000,000) as
against 27,000 in Australia (Capital Account about £365,000,000).
Australia's largest traffic centres, as example Sydney, Melbourne, Brisbane, are served by sea
(as well as by rail), and the tonnage by sea is much greater than by rail. South Africa's largest
traffic centre the Rand mining area is inland and served by rail. It is approximately 1,000
miles from Cape Town.
In Australia there is a diversity of laws controlling motor traffic. In some of the States, these
laws, I suggest, do not adequately consider the great railway asset.
In South Africa, there is one controlling law and this law ensures to the railways practically
all long-distance traffic.
South Africa acknowledges that railways are a transport rather than a railway undertaking.
In South Africa the railways operate very extensive road services, control the harbours of the
Union, operate their own steamships, and own and operate all the scheduled air services in
the Union. On the other hand, in Australia the railways are not authorized to inaugurate
road services; they do not control harbours, they do not operate air services, and, with no
control over these several services, Australian railways must be content to lose traffic which,
by virtue of their trained personnel, they could economically and efficiently handle.
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South Africa has a uniform-gauge railway (3ft. 6 in.), whereas in Australia we have 5 ft. 3 in.,
4 ft. 8t in., 3 ft. 6 in. and even smaller. A medley of gauges is a great hindrance in Australia.
Physically, the countries are alike - South Africa, with its great inland stretches, has no
waterways and depends on the railways for its development. South Africa has a population
of less than two million European and about seven and a half million coloured - Australia's
population is about 6,800,000
Road Services
In 1912, when Sir Wm. Hoy was General Manager of the railways in South Africa, he
introduced road services – now 12,000 miles of these services are operating: they run in
conjunction with the railways, but there is no paralleling. The road motor service has been a
great help in agricultural development. Last year, the road services returned revenue of over
half a million pounds, and showed a good profit after paying interest and depreciation and
working expenses. Ample sums were provided for depreciation, based on a life of five years
for a passenger motor vehicle and eight years for goods. Over 850 vehicles are in service.
A manager of the road motor services is attached to the General Manager's staff at
Johannesburg, and in each of the districts there is a representative officer, under the System
Manager, who devotes the whole of his time to the motor business.
The rates, charges and conditions for passengers and goods are set out in practically the
same manner as the charges and conditions for carriage over the railways.
The rates are on a mileage basis and apply equally throughout the Union.
The Station Masters at the railway stations from which the services operate are in control,
and in the invoicing of consignments, partly by railway and partly by road, the one invoice
is used. Passengers at the originating station can also pay for the motor service journey at
the same time as they take out the railway ticket. The accounting is done by the railway
staff.
Cartage Services to and from Railway Stations
As in the case of the British railways, a feature of the Administration is the collection and
delivery of goods to be carried by railway. For this purpose, the Administration maintains
large outfits at the important centres. At a number of depots where the Department does not
maintain its own carrying facilities, tenders are arranged with outside carriers to undertake
the service on behalf of the Administration.
At Cape Town and Durban and other ports, railway representatives meet the boats, take
charge of baggage, attend to customs as far as practicable, and deliver at hotels, or at railway
stations as may be required. They also call at hotels, etc., for baggage. The services are
efficient and the rates moderate and are appreciated by travellers. The services show good
financial" results after providing for depreciation.
As exemplifying the extent of the cartage system, in the main Johannesburg goods depot
alone (at Kazerne) 1,127 motor and other delivery vehicles are owned by the Administration.
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Joint Railways and Harbours Control
The harbours of the Union and the railways are under the one Administration, and are
operating with marked success. The harbours are showing a good profit after making ample
provision for depreciation. In addition, the Administration also has a small overseas
shipping service which shows a profit year by year after due provision for depreciation.
Prior to Union, there was divided control-the harbours being under one authority and the
railways under another.
This, the Administration contends, led to overlapping of duties, duplication of work and
friction amongst the staff reacting to the detriment of co-ordination and efficient working.
Prior to Union, harbour authorities had their general managers, traffic managers,
accountants, superintendents, etc. After Union, the one set of controlling officers carried out
the dual services.
The loss in working the Port of Durban alone for the year immediately prior to Union was
£71,600. Now the harbours of the Union are showing substantial profits.
Summed up, it was stated to me by reliable authorities in the Union that the amalgamation
of the railways and harbours under single management has been of great benefit owing to
simplification of administration, more expeditious handling of goods, greater flexibility in
operating the railways and harbours, interchange ability of staff, reduction in expenditure
and other advantages which invariably follow concentration of large undertakings. It was
stated to me definitely that since the existing organization of unified railway and harbour
control and management was introduced, there has not been a single complaint or
representation made to the Administration by organized commercial or industrial bodies,
shipping firms, or the general public, seeking to revert to the old method of separate control.
Some of the South African ports are very important: Durban, for instance, in 1937, handled
over five million tons-a tonnage approximating that handled in Melbourne.
The harbours are very well equipped with modern facilities-no less than eighty-five
electrical cranes being in service at Durban.
This port appeared to me to be better equipped than our main Australian ports.
Their mechanical coaling plant is capable of loading bins at the rate of 400 tons per hour and
off-loading at 300 tons per hour.
The grain elevator is a feature of Durban and other harbours - at Durban, the terminal
elevator has a storage capacity of 42,000 tons, with shipping gallery; intake capacity 1,000
tons per hour, shipping capacity also 1,000 tons per hour.
There are also fruit export facilities, the pre-cooling chambers holding 2,000 tons of fruit. In
addition there is a graving dock of 1,150 feet. All these facilities at Durban and other
harbours are under the Railway Administration.
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Airways
All scheduled services throughout the Union are operated by the Railway Administration.
In Airways operations, the Railway Administration is subject to the same conditions as
private operators. It pays landing fees charged by the local authorities in charge of
aerodromes; it also pays licence fees for aeroplanes and it is, under the regulations, required
to have its machines examined and its pilots licensed, etc. The latest planes are of the
Junkers type, carrying twelve to fourteen passengers, with a cruising speed of 200· miles per
hour. These large planes have a staff of four-a captain in command, first officer, flight
engineer and wireless operator, although where the first officer is competent to do the
operating, a wireless operator is not carried.
Like most airways, the services are operated at a loss, and this loss amounted to £150,643 for
the year ended 31st March, 1938-the loss is after making ample provision for depreciation,
which is a feature of all the financial arrangements of the South African Railways and
Harbours Administration.
Railways
This Administration is much bigger than anyone Railway Administration in Australia. It is
interesting to go to the Head Office in Johannesburg, which is a very stately building, and
see signs such as "Manager, Road Motor Services," "Shipping Manager," "Airways Manager,"
in addition to the orthodox "Chief Traffic Manager," "Chief Engineer, Existing Lines," etc.
Railway gross revenue for the year 1937 -38 was over £35,000,000. This is ·larger than New
South Wales, Victoria, South Australia and Western Australia combined. After paying
interest, working expenses and depreciation (£2,600,000), the Administration had a credit
balance of over £5,500,000. The accounts are kept separate from Government Treasury
Accounts
The huge earnings and traffic carried over the railways is difficult to understand, as there
are under 2,000,000 whites in the whole place, and seven and a half million coloured people
who are meagre spenders on account of the low earnings.
But the visit to South Africa was very refreshing to an Australian railway executive man
who, for years, has been struggling to make ends meet.
South Africa, apart from the gold, is not as rich a country as Australia-yet, they have this
wonderful railway result. I attribute the result to
(1) A period of marked prosperity, on account of the inflation in the price of gold.
(2) Long hauls by rail, which counterpart in Australia is by sea, capital to capital.
(3) A Transport Act, which recognizes the railway as the national transport system of the
Union.
Dealing with the control of transport, legislation has been in force since 1930.
There is a Central and nine Provincial Boards, each with jurisdiction and power in its own
province to issue licences.
A cardinal feature of the Act is the protection of existing transport facilities, the Act
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providing that where, in the opinion of the Board, existing services are satisfactory and
sufficient at a reasonable charge to meet transportation requirements of the public, the Board
shall not grant any further motor carrier certificate applied for within the area, or along the
route applied for.
This gives a security, amongst others, to tramway and other street transport corporations,
and representatives expressed to me their great appreciation of this provision, and said how
hopeless their position was becoming prior to the introduction of the legislation.
The Act is mandatory, that where existing services are satisfactory and sufficient to meet the
needs of the public, the Board shall not grant any motor certificate.
This has led to a stabilization of established transport services, and saved some of those
services from serious financial embarrassment. With the established services there now is
evidence of virility and an up-to-dateness which is very creditable to the Union.
Another factor contributing to the financial result of the railways is that roads are not as
good as in Australia, and cannot be used by private motor cars in competition with the
railway to the same extent as in Australia.
Coal is obtainable at a very low price averaging about 5s. 6d. per ton.
Freight Rates
Rates and freights are imposed much on the lines applying in Australia, high value
commodities carrying a high rate, agricultural products and native coals a low rate.
Prior to Union, the different provinces had competitive rates for the Rand traffic, and there
was great wrangling and bitterness over these rates. The railway situation was, I am reliably
informed, one of the main factors which forced the Union of the four Provinces of Cape,
Transvaal, Orange Free State and Natal. Now, the railway rates for the whole of the Union
are controlled by one authority. There are no inter-state border rates, no sum of the locals-a
uniform schedule of rating operating throughout the Union.
Train travel
Train travel is very comfortable, and much faster than on the 3 ft. 6 in. systems of Australia.
The selected express trains running from Cape Town to Johannesburg, from and to the
Union-Castle steamers, average about 37t miles per hour right through.
The dining and catering services are popular; dining cars are attached to practically all long-
distance trains. There are fifty-seven dining-cars, as well as about thirty-five twin dining-
cars in service. The service in the dining-car is good.
The dining-car services are being run at a loss, but the policy of the Administration is to
maintain a high standard of food and service, which it contends, is one of the attractions of
travel in South Africa. One seldom heard of long-distance travel in the Union without
reference being made to the very satisfactory meals on the trains and the comparatively low
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costs. The charges are: breakfast and lunch 2s. 6d. each; dinner 3s. 6d.
Special attention is given to the training of the staff for the dining-car services. An
arrangement has been come to whereby members of the Special Service Battalion at
Roberts Heights Camp, Pretoria (under the aegis of the Union Defence Department), are
trained for catering services, as waiters, cooks, etc.
A feature of railway travel is the sleeping arrangement (known as “bedding service ")
providing comfortable accommodation at very low rates. Pillows, sheets, and rugs are
provided and the bed is made up by a bedding boy at a charge of 3s. for the journey. It is not
uncommon for the journey to occupy two nights, or more in the case of travel from say Cape
Town to Rhodesia. The bedding is reserved for the passenger for the whole journey, and 3s.
is the total charge.
Standard of the permanent way and capacity of locomotives
A 96-Th. standard has been adopted for the main lines between Cape Town and
Johannesburg and, Johannesburg and Durban-approximately 1,500 miles. The provision of
this high standard has enabled the Administration to introduce heavy locomotives and
rolling stock of high carrying capacity.
The Union is not well provided for with local timber suitable for sleepers and in the past
large numbers of jarrah sleepers have been imported from Western Australia.
The tendency lately is to purchase sleepers from timbers of Southern Africa, teak from
Rhodesia, and macrusse, etc., from Portuguese East Africa. The jarrah sleeper, however, is
highly regarded by the railway engineers.
The engines running the fast passenger trains are of 43,000-Th. tractive effort.
This, it will be noted, is considerably in excess of the large C.36 Class engines in the New
South Wales service (30,500), although South Africa has only a 3 ft. 6 in. gauge railway.
Some of the Garratt engines have a tractive effort as high as 78,650.
I cannot dwell on further details, but the story of the South African Railways Administration
is a romance. It is carrying on a wonderful work in the interest of the nation. The South
Africa Act, 1909, provided that the railways were to be administered on business principles,
due regard being had to the agricultural and industrial development within the Union. Its
financial arrangements are an object lesson to Australia, and its one control over all the
Union gives a much better arrangement than we have with our seven railway systems in
Australia.
1939 - Die spoorweë as nasionale bate / the railways as a national asset - GJ Diamond
Synopsis: The railways as a national asset. The article is there to sensitise readers (and staff)
of the importance to the railways as far as our mineral development and agriculture is
15
concerned. Initially the Boers resisted railway development – they made money with their
transport business and the train would put them out of work. [Therefore first railways in the
ZAR were called the “Rand Tram”.]
Dit word vertel dat president Kruger, toe hy genader is om elektriese trems in Johannesburg
toe te laat, geweier het op grond daarvan dat die boere nie hul voer van die hand sou kon sit
nie. Of dit die waarheid is, weet ek nie, maar dit openbaar die gees van die tyd. Soos die
trem; het die trein in die begin heelwat teenstand ondervind. Die oorsaak was nie ver te soek
nie. Die transportryer het met sy wa en osse goed geld gemaak en die trein sou hierdie
lonende werk uit sy hande neem. Maar die trein sou kom. Dit het gekom en gebly trots alle
teenstand.
Die trein is vandag die hoof vervoermiddel in ons land en myns insiens sal hy dit bly. Die
toenemende motornywerheid en ontwikkeling van die lugvaart, is faktore waarmee op
hierdie gebied rekening gehou moet word, maar deur die lug kannie dieselfde swaar vragte
vervoer word as per spoor nie en met die pad nie so veilig en goedkoop nie.
Vir die ontwikkeling van die land het die spoorweë ontsaglik veel gedoen. Kyk maar na 'n
kaart van die Unie en jy sal opmerk dat die Unie oorspan is met 'n netwerk van spoorweë,
waarop al die belangrike dorpe geleë is. Was dit nie vir die spoorweë nie, sou meeste, indien
nie almal, van die dorpe nie die besigheidsentra geword het, wat hul vandag is nie.
Dis haas onmoontlik om te dink dat hul met behulp van 'n ander vervoermiddel dieselfde
groei sou ondergaan het.
'n Groot bate van die spoorweë is hul stiptheid. Daar is weliswaar hier en daar plek vir
verbetering, dog as die grootte van die verkeer, wat gehanteer word, in aanmerking geneem
word, val daar baie wat weinig verbeter kan word nie. Wat egter wenslik is en waaraan
aandag behoor verleen te word, is bespoediging oor die algemeen. Die publiek wil hul
goedere so gou moontlik met presiesheid ontvang of op die plek van bestemming hê en dit
dien nie uit die oog verloor te word nie.
Die landboubedryf, die ruggraat van 'n volk, is uitsluitlik van die spoorweë afhanklik. Die
boere bring hul produkte na die naaste stasie en daarvandaan word dit na alle dele van die
land gestuur. Al die markte is binne hul bereik. Waar die boer sy produkte plaaslik van die
hand sit, word dit deur die handelaar na die mark gestuur. Was dit nie vir die spoorweë nie,
sou die boer geen bestaan kon maak nie en sou die dorpenaar dubbel en driedubbel vir sy
kos moet betaal, maar dan sou die dorpenaar ook nie kon bestaan nie. Die spoorweg doen
vir die boer soveel dat dit hom absoluut onmisbaar is. Ekonomies is die spoorweë van groot
waarde. Hul verskaf 'n werkkring aan oor die honderdduisend man en die manne dra geen
geringe deel tot die koopkrag van Suid-Afrika by nie.
Op die lys van Nasionale bates van die land, staan die spoorweë heel bo. {TOP}
16
1939 Germiston
Where all roads meet: Germiston - the hub of South Africa’s transport system
What rail traveller in South Africa has not, at one time or another, passed through
Germiston, that sombre, grey-looking station where trains from as far apart as South West
Africa and Natal, Portuguese East Africa and the Cape, with their loads of voyagers from
even more distant places, arrive and depart at all hours of the day and night. Speedy
suburban trains; imposing main-line trains and crowded holiday specials; trains of all kinds
and descriptions hauled by steam giants, diminutive locomotives or the more modern
electric motor coach, enjoy a temporary rest, while their many passengers stretch their legs
on the long platforms or besiege the bookstalls and tea rooms, at this extensive and
important junction. Porters push their luggage-piled barrows through the jostling crowds;
newsboys offer the latest papers and periodicals for sale and everywhere is the hissing of
steam, the gentle purr of an electric train as it speeds on its way, and that atmosphere which
cannot adequately be described but yet pervades and is peculiar to all large railway stations.
But if Germiston is important and well known as a passenger station it is probably more
important although certainly not so well known as one of South Africa's greatest goods
depots. A goods depot normally is a place where goods arc received and despatched by rail
and, in the main, this is true of Germiston, but there is one very great difference. Here the
bulk of the traffic is not received by consignees nor is it despatched by senders-it is
transhipped. Obviously it is impracticable for each and every loading station in the Union to
despatch all its forwarded traffic in trucks labelled direct to the destination station for which
the goods they contain are consigned. From Standerton, for instance, small consignments of
goods for towns in the Eastern, Northern and Western Transvaal, might all be tendered for
conveyance on the one day. If these consignments had to be retained until sufficient traffic
was available to warrant the making up of a special truck for their particular destination
they would be considerably delayed and the benefits of speedy transport completely lost. In
17
consequence, it is the practice in such cases for the forwarding station to load all the traffic
destined for the same direction into one or more trucks labelled to the most convenient
transhipping station.
Here many trucks are received daily, each containing traffic for a dozen or more further
points. They are immediately off-loaded, and the traffic is re-loaded again into trucks
labelled direct to destination.
Briefly that is the principle upon which transhipping centres work. These depots are in
operation at many strategic points throughout the country, but that at Germiston is
undoubtedly the largest and most important of them all.
Although a fair amount of traffic is naturally received for, and despatched by, the traders
and merchants in the town, some ninety-five per cent of all the varied conglomeration of
goods handled at Germiston is received from other parts of South Africa and despatched to
other parts of South Africa. This tranship traffic is received in anything up to 250 trucks
every day and when re-sorted and loaded ready for despatch again it usually occupies about
300 trucks, the increase being accounted for by the fact that the inwards trucks are usually
received loaded to capacity whereas traffic conditions do not generally permit of the
outwards vehicles being so fully loaded. To ensure speedy conveyance the outwards trucks
are despatched daily, irrespective of whether they contain full loads or not. Suitable
arrangements exist for the supply of the requisite number of empty vehicles.
To cope with the immense volume of work involved in the handling of so much traffic, the
main goods shed at Germiston has four roads in it and these, between them, have
accommodation for about 120 vehicles at a time. Even with this capacity, however, the shed
has to be cleared several times each day, the trucks being withdrawn as soon as they have
been completed and others requiring attention brought in from the yard.
18
"Expedition" is the watchword, and as soon as the loaded vehicles are received in the shed
the Foreman decides which consignments will be transhipped and which will be allowed to
remain in the truck, the policy followed, of course, being to remove the least possible
amount of traffic. To further expedite the work and eliminate all unnecessary handling,
every effort is made to move traffic direct from one truck to another without stacking down
on the shed floor in the process. An important factor in the" truck to truck" system is that the
possibility of damage to goods whilst they are being handled is reduced to a minimum.
The despatch of traffic in other than direct trucks and the need for stacking down, however,
cannot be completely obviated for there are many cases where, in the interests of speed in
conveyance, it is essential that traffic for more than one station should be forwarded in the
same truck. Accordingly, " wayside" trucks containing goods for a series of adjacent stations
are despatched daily and this traffic has to be collected and stacked on the floor of the shed
so that when all is in readiness it can be loaded in station order, i.e. the goods for the farthest
point are placed at the back of the truck. Germiston depot despatches upwards of eighty
such wayside trucks each day.
To meet the urgent need for expeditious conveyance of eggs, poultry, fruit, vegetables and
other perishable traffic for stations on the East Rand, the Germiston depot operates a road
service on three days in each week - Tuesdays, Thursdays and Saturdays - when urgent
traffic is specially collected and delivered by motor lorry. This scheme is of inestimable
benefit to the consignees for, when traffic is heavy or in the event of the goods yard at any
time being congested, arrangements have been made for a Checker to examine every vehicle
and extract the perishable and urgent consignments for delivery by road and thus avoid any
delay that might ensue if it were not possible to place the vehicles expeditiously in the shed
for attention.
19
Besides being the largest tranship depot in South Africa, Germiston is also distinguished by
the fact that it is the only depot where the regular transhipment of explosives traffic takes
place. Each week a special explosives train from the explosives works at Firgrove, in the
Cape, is received. This train is kept well away from all other traffic and every precaution is
taken to ensure that the handling of such a dangerous commodity, which is contained in an
average of twenty special explosives trucks, can be performed in perfect safety.
The Germiston depot handles upwards of 36,000 tons of tranship traffic each month, and, to
do the work satisfactorily and without loss of time, some forty Checkers assisted by about
230 rail workers are required in addition, of course, to the office staff and other necessary
officials. Tranship working does not lend itself to the use of mechanical aids, but essential
items such as motor-driven barrows, tractors and trailers, and powerful cranes, etc., have
been provided.
In addition to actually handling traffic, the staff at Germiston is responsible for the control of
the sites at Germiston North where non-handled or "Station to Station" traffic, mainly wood
and coal, is dealt with. Incidentally, the ganger's cottage at this section of the depot was
formerly the main station building in the old ZASM days. There are, too, well over 100
private sidings to be served and these are located throughout the extensive industrial areas
of the town and even as far distant as Jeppe, on the outskirts of Johannesburg. Riding
through the Germiston industrial area one is struck by the number of sidings leading off
from the main feeder lines and notices that there are almost as many railway lines as roads
in the district.
At the moment, extensive plans are on foot for the improvement of the facilities at
Germiston by the provision of additional platforms, for the convenience of passengers, and a
greatly enlarged and improved yard lay-out. Despite these projected improvements,
however, with the facilities at its dispos.al to-day and the tremendous number of
consignments dealt with, the standard of efficiency at this huge depot is remarkably high.
20
Circumstances are practically unknown when traffic has had to be retained at the depot for
more than twenty-four hours; the character of the consignments is as diversified as could be
found at even the largest goods station and whilst from this it would seem that the larger
and more varied the volume of traffic the larger the number of complaints regarding
damage or delay, in the case of Germiston such complaints are comparatively few.
H.A.C.
{TOP}
Germiston - Bruno Martin Greetings Hennie
Thank you for your email – I saw your request for railway maps around Germiston in the
‘1900s’ on the Yahoo Group’s SAR List earlier this week and I’ve been progressively
scanning what I have from published maps.
The information collected so far has been digitised to form the Gauteng base map from
which I intend to create a series of large scale A4 format maps for the Railway Atlas showing
past and present alignments as well as industrial lines.
I have attached the following:
Ref1. A scan of the Witwatersrand inset taken from the General Railway Map of South
Africa (although not dated, but appears to be early 1920s).
Ref2. Germiston 1939: An extract from 1:50,000 map 2628AA, 1939, edition 2, which was
published just after the alignment from Germiston to Elandsfontein via Primrose was
deviated to its current alignment in 1938. At the time of mapping, not all of the old
alignment had been taken up: it still shows a section running alongside Pretoria Road with
an un-named station shown (Sialkot?), and at the Germiston end a section curves around to
the workshops where it would have continued in a northerly direction across Main Reef
Road and around the slimes dam to Pretoria Road. I have plotted the approximate location
of the alignment from the Germiston end up to Pretoria Road. The year of opening of the
individual lines has also been added – I not sure whether the alignment running east of
Germiston station actually resembles the original alignment of the Rand Tram.
Ref3. A scan of a poor photocopy of the map published in the 1937 General Manager’s
Report in connection with the electrification of the Witwatersrand which shows the original
alignment of the Pretoria line leaving Germiston.
Ref4. An extract from a map I captured whilst trawling the internet on
http://catalog.afriterra.org/home.cmd;jsessionid=5g3q0ofdvwo8
Very interesting map produced in France, shows the ‘Rand Tram’ alignment, but its
accuracy needs further examination.
21
Full reference: Carte du District Aurifère WITWATERSRAND
Transvaal - Afrique du Sud.
Par S Goldmann.
d’après le cadastre official du Governement.
Johannesburg, Décembre 1894.
Also attached is a ‘not to scale representation’ of the current railways covering the eastern
half of the Witwatersrand which part of my Railway Atlas, Map M4 East Wits.
I hope the above will be of interest – please send me the link to the July “Ulolwe”
(Railways).
Kind regards
Bruno
General Railway Map of South Africa
22
23
Germiston 1939: An extract from 1:50,000 map 2628AA, 1939, edition 2
24
1937 Map with General Manager’s Report
Enlargement
25
SAR-ATLAS-M4-East-Wits
Ref1-Witwatersrand-1925
26
1939 Notes from the Chief Civil Engineer's Department S.A.R. & H.
Published in SOUTH AFRICAN RAILWAYS AND HARBOURS MAGAZINE, January, 1939 from page 65.
Langlaagte
To Langlaagte has fallen the honour of being the second station in the Transvaal to have a
power-operated signal and points installation, and the signals branch had the satisfaction of
seeing many months of hard work successfully completed when the installation was
brought into operation early in November.
The past few years have seen Langlaagte grow from a small junction station into a most
important railway centre in all senses of the word, for in addition to being the junction for
the Vereeniging line, it is also to be the connecting point for the new line to Crown, whilst a
marshalling yard has been laid out on the north side of the station.
Then, too, Langlaagte serves a very busy and growing industrial area with innumerable
private sidings.
With the growth of the station, the task of signalling and operating the yard has grown more
and more onerous, and finally the stage was reached when, in order to obtain entirely
satisfactory working, it became necessary to provide a power-operated installation. The
alternative ·to a power installation would have been to provide several signal cabins for the
operation of the points and signals mechanically, but such an arrangement would have been
less efficient and more costly than a power installation.
The installation in operation is similar to that in use at Johannesburg station and the points
of control from the intermediate home signal on one side to the intermediate home signal on
the other side are 12,323 feet apart. The furthest set, of points operated is on the Newclare
line and is 4,920 feet from the cabin. This distance is, of course, quite beyond the bounds of
mechanical operation.
The signal cabin is a modern double storeyed building, with the "control tower" on the
upper floor and the relays, etc., below. The lever frame which measures 18 feet by 4 feet 6
inches by 5 feet, has seventy-nine levers of which forty-three control signals and eighteen
points only, the remainder being spare for future requirements. The frame is a very neat
piece of equipment with its rows of levers, indicator lights and glass panelled front.
Incidentally there are 178 indicator lights to the levers.
These lights indicate to the signalmen whether the point lever is free to operate
New signal cabin, Langlaagte and the position of the points, i.e., "normal" or "reverse."
With a large yard and distant points to control it is of course essential that the signalmen
should know exactly what is happening on the lines under their control.
27
This is provided for by a large illuminated diagram of the yard which indicates exactly what
lines are occupied, and changes as the positions of trains alter. The diagram, which
measures 10 ft. 6 ins. by 4 ft. 6 ins., has 124 indicator lights indicating the sixty-two track
circuits in the station precincts.
28
For shunting purposes the yard is in telephonic communication with the cabin and there is a
perfect battery of phones and instruments, etc., on the walls of the cabin. In addition to the
signalling gear, several switches in connection with the signalling power supply are housed
in the cabin and altogether the cabin proper presents a very ultra-modern appearance.
Down below the lever frame there is a bewildering mass of cables and relays, etc., the
operation of which is far beyond the average layman. In this room of instruments and
neatly-wound cables there are no less than 142 relays and eight miles of cable. This is the
nerve centre of the apparatus and here the mechanical movement of the levers above is
changed as it were into electrical effort which, in turn, is transmitted to the point of
operation, that is the signal or the points.
The apparatus does not, however, end in the cabin. Outside there are numerous relays,
transformers and points machines as well as other necessary equipment, most of which is
housed in apparatus cases of which there are twenty-two. The points machines actually
constitute the equipment responsible for the moving of the points and contain a small motor
which operates switches. There are thirty-two points machines in use.
The work outside the cabin has called for the use of an extraordinarily large amount of
cable-in fact, roughly about 180 miles of single and multi-core cable have been laid. In these
180 miles of cable there is sufficient copper wire to run a telephone line from Johannesburg
to Cape Town.
The actual operation of the cabin is simplicity itself and all signals and points are interlocked
just as in a mechanical installation. Alternative sources of electric power supply are available
so that the possibility of complete failure on this score is very remote.
With the bringing into use of the new cabin, trains between Braamfontein West Langlaagte
and Langlaagte-Newclare run under automatic working, descriptions being given between
cabins by means of single-stroke bells. On the section Croesus-Langlaagte three-position
lock and block working is maintained.
Whilst on the subject of signalling another important development is about to take place, in
that a new system of control, so far as this country is concerned, is to be introduced at
Johannesburg, Jeppe and Krugersdorp. The system is known as "route relay interlocking"
and represents the latest development in the control of busy station yards.
With this system the signalling of the station yard is controlled from a panel and hence it is
also known as the "control panel" system. The control panel takes the place of the lever
frame and consists of a metal board on which is shown the layout of all the lines in the area
controlled.
The length of the panel is very much smaller than that occupied by a lever frame and this
enables all the controlling functions to be placed within easy reach of the operator.
Thumb control switches are provided for operating the signals and points, the signal
switches being mounted in the approximate positions which the signals would occupy on
29
the ground, while the point switches are fixed near to the points they control or at the top or
bottom of the panel. Indicators of the positions of signal: and/or points are given on the
panel in addition to the indications showing the condition of the tracks.
The feature of this system is the simplified control which enables one man to operate a cabin
which would normally require several operators. In some of the busy signal cabins in
England control panels have replaced frames of 300 or more levers. All that is necessary for
the conduct of a movement is the manipulation of a switch or push button, and the
movement can be extended practically throughout the yarn. Immediately the switch is
opera.ted all the points on the route set up, line up automatically and all converging s.igna.ls
turn to the “danger" aspect.
Just before Easter of this year the signal cabin at Johannesburg was completely gutted and a
temporary cabin was erected and equipped in record time pending the arrival of new
equipment. At the time consideration was being given to a trial of the" route relay
interlocking" system, and it was decided to take the opportunity of providing such an
installation at Johannesburg instead of replacing the damaged equipment.
The particular system selected for Johannesburg is known as the "N.X." interlocking
installation and is expected to be in operation by this time next year. In the case of Jeppe and
Krugersdorp new relay interlocking installations there form part of the programme of
improvements at these stations.
The Administration has agreed to the erection of a new block of offices for the System
Manager's Department at East London and a contract has been let for the work.
The original portion of the present building occupied by the System Manager's staff was
constructed in 1877 as a dwelling house and office for the then Resident Engineer on the
Cape Eastern System. These premises have since been altered and added to from time to
time and, in addition, adjoining dwelling houses have been taken over as circumstances
demanded more accommodation. The result has been that the railway offices at present
consist of a number of buildings, which, apart from being unsuitable as office
accommodation, are spread about in such a way as to make efficient working most difficult.
The new offices are to be built at the corner of Fleet and Station Streets, which is close to the
station and a suitable site for both the public and Administration. The building will be a
three-storeyed structure with the main elevation on Fleet Street.
It will be of simple but modern design with face-brick finish and centrally-situated entrances
in both Fleet and Station Streets.
The building will be constructed in the form of a square with a courtyard in the centre so
that all offices will be well lighted and ventilated.
On the ground floor will be accommodated the tourist bureau, staff offices, Local
Accountant's Department, claims office and operating offices, etc, whilst the second floor is
allocated mostly to administrative sections. The System Manager, System Engineer and
30
other heads of departments have their offices on the second floor. On this floor, too, will be
the engineer's offices, the drawing offices, works and estates section, traffic and loco,
departments, etc., and a board room will be available for conferences, etc. The third floor is
devoted to caretakers' quarters, lecture rooms, etc.
The building should be available for occupation towards the end of the year.
{TOP}
1939 Accelerated Mail-Boat Schedules: Additional Fast Train.
Commencing with the voyage of the Athlone Castle which will arrive at Cape Town on the
5th January, 1939, all the Union-Castle Company's mail boats will operate on a 13!-day
schedule from Southampton to Cape Town, arriving at the latter point on Thursdays in each
week. On and from the date mentioned a fast passenger train will depart from Cape Town
Docks at 10.32 a.m. on Thursdays, arriving at Johannesburg at 2.10 p.m. on Fridays. This will
replace the fast train which ran formerly on certain Fridays but will not affect the running of
the "Union Express" on Mondays.
1907 - Chronicles of Small Beer – The Eastern Pay-Trip
It was two years ago that I was sent to join the Paymaster, who was from the Head Office in
Cape Town about to proceed "on pay" along the Eastern System. Some of my candid
colleagues expressed the opinion that I was taking a cheap holiday- be that as it may, I was
on duty, and the revelation of the object of my journey is here unnecessary. Queenstown,
Burghersdorp (sic), Aliwal, Sterkstroom, Indwe, Maclear that was to be the pay-train's
itinerary.
I had never been to the last-named place, and this was to be my first pay trip. It was quite an
event. I got aboard the pay-coach at Cambridge, to find in Mr. Crerar, the paymaster, an old
acquaintance, made years ago when he was at the Head Office. Naturally we had much to
say to each other anent the changes in our Department, to discuss the vagaries ·of our chiefs,
the smallness of our salaries, when our desserts were so great, the luck some fellows had-
always the stupid fellows, too - and to wonder when increases would be going again.
Meanwhile helms cheerfully counting out and putting away piles of money that was not his,
and sorting out heaps of blue and white pay-sheets, full of appalling rows of figures, which
he pushed towards me, saying I should have “to play with them to-morrow." I had often,
indeed, constantly, seen pay-sheets before; but it was some years since I had covered them
with those little red ticks, each of which means some definite effort either of calculation or of
reference; and the game I ,was told to play did not seem to promise much amusement. Pay
would not begin until next morning, at Queenstown, but would continue all day, so there
was nothing for it but to start verifying the pay-sheets for at least the first day's run. It was
not interesting to cheek the multifarious refunds the employees have to make to a motherly
Government, who supplies its servants with boots and coal and firewood and meal and
every other kind of food except meat and bread.
At Queenstown the accacias were in bloom, their quivering leaves and swaying tassels of
31
white flowers threw dancing shadows over the cinder paths, their scent mingled with the
odour of engine smoke and axle-grease. It was there that I was introduced to Mr. Schentke,
the grey-haired broad-shouldered, up-right Schentke, who had been a trooper, who had
helped to save Kimberley upon a memorable occasion for the British, who now every month
doled out the coal and boots and tea and sugar and "seconds" which the C.G.R. brought up
so thoughtfully from the coast for nothing, and delivered at the very doors of its servants
up-country. There he stood in his shirt sleeves upon the cold spring morning, beside the
truck's open flap, bossing up the "boys" who dragged out the cases and tins of provisions
and oil, depositing them beside the metals, in exchange for little slips of paper which bore
the official stamp and red ink hieroglyphic, authorising the issue.
Schentke’s dignity was never ruffled, and his quaint Gentleman accent lent to his stentorian
commands in English, Dutch, or k5f5r a peculiar quality of imperiousness that never failed
to exact an unwavering obedience. It was difficult to believe that this Bismarck had
consented to act as caterer for the journey, and that the two strong k5f5rs, who tossed the
hags of coal and cases of oil so glibly out of the trucks, were to be our cook and cabin-boy,
respectively!
An hour or so later I was preparing a little homily to discountenance any extravagance in
the commissariat, if opportunity should arise, and was considering whether olives and
canned peaches, for instance, might not be considered sufficiently frugal, when I was
addressed by the caterer, over our breakfast of eggs and bacon which indeed had exhibited
no sign of extravagance - unless in melted fat. 'Well, Mr.," said Schentke, "what do you say
to a nice Irish stew for dinner, eh?"
The embarrassment of a guest - as I felt myself to be on this occasion - overcame my desire
to express abhorrence of this particular dish, and Schentke left me with the impression that
he had suggested one of my favourite messes.
All day we crept northwards, stopping every quarter of an hour to pay a gang or some
station staff. How pathetically lonely those gangers' cottages, with their huge numerals
taking the place of the names men give to their homes in other more populous
circumstances! The little square white iron roofed house, seldom is it sheltered by any tree
tall enough to fend it from the sun and wind, but generally neighboured by a small patch of
flower garden, and of orchard, whose red geraniums and pink flowered peach trees threw
as we passed a veil of beauty over the matter of-fact details of paraffin tins and oil drums.
Does the passenger in the observation car ever notice these little lonely homes? Where men
live who help so much to give that security of travel, he takes for granted? Does he realise
that a neglected culvert or rotted sleeper, or rusted rivet or unheeded fall of rock from a
cutting, may suddenly precipitate him from projected comfort into calamity?
We stabled at Molteno. It was dark before we had finished work and were free to
accompany the permanent way inspector and the driver to the village where a select concert
was to augment the funds of some charity or other. It has a cantata - by whom and what its
theme it is impossible now to tell. Upon the platform, partly hidden by tins filled, with palm
branches, sat the executants of both sexes in all manner of costume, from lounge suit to
swallow-tail, from, the school-girl's white cotton and pale blue sash to the low cut white
32
satin of the lady of fashion. Dress in the audience was even more varied - was there not the
blue jeean (sic) of one of our own party to add variety! Frankly, there was but one who could
sing - the mezzo-soprano, who wore the fashionable, décolleté satin gown and had been
trained in Dresden. It was my good fortune to take a seat beside a lady known to one 01 our
party, and an introduction revealed that she shared this singer's name, when it became
naturally a mere commonplace of amenity to praise extravagantly her sister's voice. The
smiles passing between the lady and Mr. Schentke conveyed no meaning to me, until, at the
conclusion of the cantata, the former asked whether I would "come up to the house and my
daughter will sing some more songs to you!" The reputation for diplomacy, which a nudge
from the Paymaster revealed I had acquired, was undeserved, however. There in the sitting'-
room of the hotel (was it the Masonic or the Royal? And will the immense "yellow-jackets,"
while the paymaster sat abjectly behind the door in convulsions, either of, "funk" or of
derision. We were sent away at last, with pressing invitations to attend the football dance
the next week-when we should be at Maclear most likely! At noon next day my drowsy
perusal of a magazine was interrupted by the Caterer, who informed me that we should
have a nice Irish stew for dinner. He rubbed his hands in ecstasy. The Paymaster seemed
entirely unmoved.
Burghersdorp is merely a memory of a dark night, of an attempt to see the ubiquity of these
names be replaced by Union Hotels in future?) under a huge chandelier. We - Mr. Crerar
and I - listened to the unexpectedly well trained voice singing "Violets" and other more or
less passionate ditties. Unfortunately the harmonies of the impromptu little festival were
frequently broken by the shrieks of terror and uplifted hand of the singer at the piano
whenever a mosquito approached her head. They were, indeed, alarming insects of
extraordinary size and brilliant colouring.
The dignified attitude I had meant to adopt at the lady's side to "turn over" and harken with
becoming fervour, was upset by the continual slaughter of the famous monument, and to
embrace the largest tree - a feat it took three of us to accomplish. At Aliwal I obtained my
first glimpse of the unimpressive Orange Hiver, whose red waters, gliding like oil between
mud banks and dingy shrubs, lent no beauty of glittering blue or of green reflections to the
landscape. The monotonous days were flying deliciously. The continually shifting smaller
details among the general uniformity of the duties and of the scenery, left no trace of the
passage of time upon the mind.
Every day was hot; every night was cold. Every hour had its almost regularly divided
minutes of work and of idleness, soon every topic of conversation was exhausted; soon
every book and magazine had been read, and there was only the changing yet changeless
scenery to entertain the mind between the spurts of "pay." The advent of a "fourth" for
bridge, in the shape of the R.M.O., whose coach was attached to our train while over his
district, became a heaven-sent respite from this enforced burden of idleness. Even
speculation on the extent and variety of our bill of fare became a vain effort, for while its
extent was limited, it had no variation whatever! Is it impossible to imagine that Schentke
did violence to his own palate by giving us every day that nice Irish stew, of which he
imagined I was inordinately fond?
Among the coal-holes about the kopjes near Indwe the sun blazed upon us, but at night it
33
was cold enough for the frost to nip all the flower buds of the coal inspector's vines and
roses! The enthusiastic gardener is never known to despair - hope springs eternal in the
gardener's breast! The philosophic coal inspector added to his talc of shrivelled shoots and
blackened buds: 'What a good thing the dahlias arc not yet above ground! They'll be a fine
sight, I reckon, this year!"
Late that day the beautiful rolling downs and green hills of Tembuland were about us.
While rivers ran between rocky shelves and over gravelled pools, where the imported trout
thrive. Immense massive rocks crowned the hills, their bastions seeming to mimic the ruins
of the tall towered castles of the early European civilisations. The rain was sweeping in
slanting sheets before a high wind as we stopped to pay a ganger at his cottage upon one of
those green uplands, and to hand out his little box of groceries, his bag of meal, his tin of oil,
His wife-a child in her arms-stood under the low veranda, leaning against the whitewashed
wall to leeward of the storm. A grunting pig and some wet dissipated-looking fowls shared
the shelter with her. Two small children dragged at her skirts, gazing in wonder at the
engine's big wheels and its shining plates. A red-skinned native girl, wearing a pink cotton
skirt, and a red-ochre coloured blanket draped over her bosom, leaving arms and throat
bare, ran from the kitchen with a sickly fuchsia, planted in a treacle-tin, which she left in the
rain. Her copper bangles clashed as she dragged the provisions out of the wet and hoisted
the oil upon her head. From one of the packages dropped a gaudy coloured advertisement
of some one's mustard. The children darted upon it.
Exulting over its beauty, their fingers traced the shapes printed upon it, their eyes gloated
over the gay reds and blues. They ran to show it to their listlessly watchful mother. The tiny
fuchsia, the gay print-what would they not mean in this lonely shelter, perched upon this
empty landscape, there the double row of rails was the only evidence or its inhabitants'
connection with their fellowmen. Impetuously, as we moved off, I threw out to the children
a copy of "Country Life," which lay to hand. What was meant in kindness may have been a
cruelty! What thoughts may not have been born to that woman and her husband-what
rebellion against fate - as in their mean surroundings they pored over those pictures of
exquisite palaces and parks!
The last dinner of Irish stew eaten, and the "pay" concluded, I was to leave the pay-train at
Sterkstroom to join the mail train for Cape Town. The cold night hours of awaiting its arrival
were beguiled round a big fire in the booking office, where again we were told how Trooper
Schentke helped Sir Harry Barkly to declare the diamond fields in Waterboer's country a
British dependency in October, 1871 to the discomfiture of the Free State's officials. "But
England had to pay for it, you bet! President Brand got £90,000 for that slice of Griqualand
West to pay the Free State's debts with! But it was dirt cheap after all! There's your train-"
BERNARD LEWIS.
October, 1909.
{TOP}
34
The Pay Train
1938 SAA November Statistics
35
1938 SAA Germiston
Note the neat uniformed SAA technicians! {TOP}
“75 Years of the Corridor Dining Express” – B Martin
Filler: Many years ago I tore this press cutting out of a newspaper – I think it was in the
Natal Witness when I was stationed in Pietermaritzburg. Bruno do you remember?
36
1939 South African Airways: Junkers ZS-AFB & ZS-AGG
{TOP}
37
1939 Industrial Locomotives: North British Loco: Crown Mines No 6
38
1939: 19D built by Skoda
39
1939 19C built by Borsig
Dome-less 19C
40
1939 Henschel and Ash Bros
41
1939 Vickers Armstrong Cammell / Vickers & Metropolitan Carriage
42
1939 Pyle Headlights
43
1939 SKF Axle Boxes for Class 23 Henschel
44
1939 Pneumatic Tools
Old Pretoria Roundhouse?
1939 Engine 2355 at Vryheid East
45
1939 Timken Bearings – Beyer Peacock Garatts
{TOP}
46
1939 Port of Lourenco Marques
What time do the trains travel from Maputo to Pretoria & Johannesburg?
47
1939 Rhodesian Railways: Victoria Falls Hotel
48
1939 SAR Tourist Bureau
49
1939 Sea trips
1939 Kenya & Uganda Railways & Harbours
50
1939 Texaco for SAR Motor Transport
51
1939 SAR Correspondence Courses
1939 SAR Houses Randfontein
{TOP}
52
1986 South African Railways Police amalgamation with the SA Police1
Servamus October 1986
1 In the opinion of Hennie Heymans this led to the demise of the Branch Transport Police in general and with the railways in
particular.
53
Servamus October 1986
Our Police Family even bigger – Sgt Johan Parreira
54
Harbour protection
(Lady in SAP Uniform is Lt Denise Benson)
55
Aircraft security & Maj LT Haasbroek - Lourierkrans
{TOP}
56
“Our Generals“ – Lt Gen JH Visagie
57
An historic overview of the SAR Police – Capt M de W Dippenaar (SAP)
Const De Kocks
58
Lt-Col AA Cilliers
Maj JN Klopper
59
Uniforms 1946 /
1952
60
Water Police & Dog Squad
61
Airport and Aircraft Security
SARP Special Task Force
62
SAR Police – Lady Officer in the late SARP uniform
63
SARP Training and Band
64
Permission – Servamus: Annalise Kempen {TOP}
Hi Hennie
Hoop dit gaan goed met jou.
Jy het hiermee toestemming tov die gebruik van die artikel, met toestemming, soos
onderneem in jou aansoek.
Groetnis intussen
Annalise Kempen
Editor: SERVAMUS Community-based Safety & Security Magazine
Tel: 012 345 4622 / 4660
Fax: 012 345 5627
Cell: 083 269 3513
65
Servamus November 1986 – A new era
Gen Johan Coetzee (SAP), Minister Hendrik Schoeman and Lt Gen Hannes Visagie (SARP)
66
Railway Police Activities / Spoorwegpolisie aktiwiteite – Brig Ronnie Beyl
These stories and anecdotes appear in his book as follows:
1981 Die moles met die troepe op die trein
Kaptein J van Heerden en sersant J.P.L. (Koos) Strydom
Een aand, tydens een van Walvisbaai se gereelde feeste by die rugbyveld, was omtrent elke
Sporie besig om fees te vier - behalwe natuurlik die voorbeeldige lede wat reeds getroud
was. Terwyl ons nog so heerlik fees gevier het in die biertuin, het daar ʼn aankondiging
gekom dat alle Spories by die uitsaaipunt moes aanmeld. Ek moet bysê dat ons baie
vertroud was met die kuns van poetsbakkery en gevolglik het ons die versoek eenvoudig
geïgnoreer. Teen die derde aankondiging wou ek graag vasstel wie dit was wat die poets
wou bak en het ek toe doelgerig na die uitsaaipunt gestap en die man aldaar gevra wie die
aankondigings gemaak het. “Nee”, het die man gesê, “dit was ʼn ou in ʼn groen uniform en
ek dink die ou het sersant strepe gehad. Hy is reeds weg en het slegs die boodskap gelaat
dat alle Spories dringend by die aanklagtekantoor moes aanmeld.” Daar was net een
persoon aan diens wat hierdie aankondiging kon laat doen het en dit was sersant J.P.L.
(Koos) Strydom. Toe het ek geweet; dié is nie ʼn grap nie! Ek het terug gedraf na my kollegas
toe en gerapporteer dat die versoek eg was waarna ons almal soos een man daar weg
gevlieg het. By die aanklagtekantoor aangekom, het ons vir sersant Strydom daar gevind en
direk daarna het kaptein Van Heerden (Area Offisier) daar aangekom en die situasie aan ons
verduidelik.
Die kaptein het ons ingelig dat ʼn troepetrein, onderweg na Windhoek, in chaos verval het en
dat die trein op Arandis stasie gaan staan het. Die swart troepe het geweier dat die trein
verder mag ry. Daar was ongeveer 300 troepe aan boord en hulle het diep in die bottel
gekyk vandat hulle uit Walvisbaai vertrek het en derhalwe was hulle sommer net opstandig
vir geen rede nie.
Sersant Armando Bianco
Ons moes die ongeveer 90km so gou as moontlik na Arandis aflê waar sersant Armando
Bianco en sy manne van Usakos ons sou ontmoet het. Vandaar sou ons almal op die trein
klim en sorg dat daar orde kom sodat die trein verder kon beweeg. Ons moes elkeen ʼn HMK
en rubberknuppel trek indien dit nodig sou raak om die oproeriges onder beheer te kry. Op
Arandis aangekom, het ons vir sersant Bainco en sy manne ontmoet net toe hulle daar
indraai. Die trein het daar gestaan en die kondukteur en treindrywer het ons ingewag. Hulle
was alreeds twee ure agter skedule en die dronk troepe wou omtrent die trein afbreek. Ons
was omtrent twaalf polisiemanne. Twee voertuie moes op die dienspad vir ondersteuning
bly terwyl die res van ons op die trein moes klim. Die drywer het die teken om te vertrek
gekry en kaptein van Heerden het opdrag gegee dat almal in hul kompartemente moes bly
en geen individu mag in die gange rondgeloop het nie. Die helfte van ons het van die fees af
67
gekom, so ons was heeltemal “opgegear” vir die situasie. Terwyl die kaptein nog opdragte
gegee het, kom die eerste dronk troep verby geskuif met ʼn heel verkeerde houding want die
eerste persoon wat hy uit die pad uit gestamp het, was die kaptein self. Fout! ʼn Klap op die
oor het hom in die gang af gehelp en soos wat hy verby geskuif het, het hy nog twaalf van
dieselfde gekry. Die ys was gebreek. Almal van ons het in die gange af beweeg en gesorg dat
die troepe ordelik in hul kompartemente bly. Sommer vinnig het almal verstaan hoe dit
voortaan sou werk met so hier en daar ʼn individu wat graag die grense wou beproef, maar
met Sporie oortuiging het hulle gou besef dis dalk beter om te gaan slaap, want daar was
groter kragte aan’t werk op daardie trein! As nuwe polisieman het ek nooit geweet dat ʼn
rubberknuppel ʼn rif op ʼn skedel kon laat daar waar dit tref nie, maar daar was nog so baie
vir my om te leer. Intussen het die trein voortgestoom teen ʼn ongewone spoed en teen die
tyd dat ons op Usakos aangekom het, het die trein alreeds twintig minute van die verlore
tyd ingehaal. Die troepe het ook toe alreeds besef dat dit beter was om te gaan slaap, want
alles was doodstil op die trein. Drie van ons was opdrag gegee om die trein verder langs die
dienspad tot op Karibib te begelei, en as alles steeds stil was, kon ons maar na Walvisbaai
terugkeer. Sersant Bianco moes ook saamgaan aangesien hy die area, en ook natuurlik die
dienspad, beter as ons geken het. Die uiteinde van die saak was dat ons ongeveer halfsewe
die volgende oggend na Walvisbaai teruggekeer het met ʼn koedoe agterin die vangwa. Die
operasie was suksesvol uitgevoer. Die terugvoer van die treinpersoneel was dat al die troepe
rustig gebly het tot op Windhoek stasie en heelparty het natuurlik ʼn hewige kopseer gehad
van een van twee oorsake. Daardie aand het ek besluit dat ek die regte keuse gemaak het en
dat ek nog lank en gelukkig by die Spories gaan wees.
Begeleiding van treine (Kobus)
Gedurende 1975, en as gevolg van die verskerping en vernietiging van die infrastruktuur
(oorhoofse kragmaste, watertenks en die spoorweg infrastruktuur), was die dienste van die
Suid-Afrikaanse Spoorwegpolisie wat in die Republiek gestasioneer was, ingeroep om die
verskerpte aanslag op die vervoerstelsel die hoof te bied. Die lede afkomstig van die
Republiek was getaak om die spoorverbindings en spoorweginfrastruktuur te beveilig,
terwyl die SAW en die SAP die hakkejag operasies vanaf spoorweggrondgebied sou
behartig. Hulle basis was op Otjiwarongo vanwaar hulle in die noorde van Suidwes
geopereer het. Die dienste van die taakgroep het onder andere behels die begeleiding van
passasierstreine en sekere goedere treine asook algemene beskermingsdienste op stasies. Die
taakgroep was ontplooi ter beskerming van die treine en die troepe op stasies en sylyne
waar troeptreine stilgehou het. By tonele waar die spoorlyne deur die terroriste gesaboteur
was, was die tonele beveilig en bewaak totdat die ondersoek aldaar afgehandel was. Lede
was per voertuig na Usakos (Kranzberg stasie) en Omaruru in die suide, Outjo in die weste
en Tsumeb en Grootfontein in die noorde van Suidwes Afrika vervoer waar hulle op treine
geplaas was om begeleiding en beskerming te verleen.
68
Sersant J.P.L. Strydom, Kobus en Chris
Gedurende Januarie 1977 was sersant J.P.L. Strydom van Suidwes Afrika en verskeie lede
van die Republiek genomineer om ʼn treinbedryf kursus by die Spoorwegkollege te
Esselenpark by te woon. Hy was deel van die eerste groep Spoorwegpolisielede wat as
spoormotortrolliedrywers gekwalifiseer het. Na die opleiding en intensiewe toetsing van die
twee pantsertrollies was Kobus per spoor na Suidwes Afrika vervoer en deur sersant J.P.L.
Strydom in bedryf gestel. Chris was vir die patrollering van die spoorlyne in die Republiek
van Suid Afrika aangewend. Sersant Koos Strydom was die enigste gekwalifiseerde lid van
die Spoorwegpolisie in Suidwes Afrika wat in staat was om die pantsertrollie te dryf. Die
trollie was gebruik om die Spoorwegnetwerk vanaf Mariental in die suide, Gobabis in die
ooste, Walvisbaai en Outjo in die weste en Tsumeb en Grootfontein in die noorde van
Suidwes Afrika te patrolleer. Die pantsertrollie was ook met groot sukses voor passasiers- en
troeptreine aangewend om die spoortrajek te beveilig. ʼn Staal raamwerk was aan die
voorste treinwiele van Kobus gemonteer wat as vroeë waarskuwing gedien het wanneer
daar ʼn toestel aan die spoorlyn gekoppel was.
Die lede wat op die Kobus diens gedoen het, het noue skakeling met die taakgroep gehad
wat verantwoordelik was vir die begeleiding van die treine. Ongelukkig het Kobus ook sy
kwota probleme opgelewer. Vanweë die volgehoue geweldige hoë druk waarmee die
hidroliese olie aan die hidroliese motors voorsien moes word, het die koppelings van die
hidroliese pype nie gehou nie. Tegnologiese ontwikkeling van die hidroliese pype was nog
nie op die verlangde vlak waar dit die druk kon hanteer nie. Aangesien ʼn ligter tipe
spoorstaaf op die baanvlak in Suidwes gebruik was, het dit veroorsaak dat Kobus nie tot sy
volle potensiaal gebruik kon word nie. Die bemanning van die pantsertrollie het bestaan uit
ʼn Bevelvoerder (sersant) en vyf konstabels bewapen met 9mm pistole en R1 gewere.
Funkey Motortrollie en padvoertuie
Weens die tegniese probleme wat met die pantsertrollie ondervind was, is daar besluit om
die gewone “Funkey” spoortrollies te gebruik om die beveiliging van die spoorbaan te
verseker. Dié spoortrollies was ook gepantser met koeëlvaste glas, maar was nie
mynbestand of ontwerp vir oorlogvoering nie. Die trollie kon net op die spoorlyn beweeg en
aandrywing het geskied deur middel van ʼn petrol aangedrewe twee liter Ford masjien met
ʼn vier spoed outomatiese ratkas. Die trollie was baie beweeglik en het vir baie kilometers
diens gedoen. Bemanning het bestaan uit ʼn sersant as seksieleier en drie konstabels.
Kleredrag en bewapening was soortgelyk aan die van die pantsertrollie. Die S.A. Polisie het
ʼn Hippo voertuig met registrasie nr. SAP 35394 aan die S.A. Spoorwegpolisie beskikbaar
gestel vir die vervoer van sy lede. Die Hippo voertuig was mettertyd met ʼn Casspir voertuig
van die S.A. Polisie vervang.
69
Die motortrollie wat ontspoor het (Funky)
Ek en ander lede van die Spoorwegpolisie het gedurende 1981 ‘n Treinbedryfkursus te
Esselenpark Spoorwegkollege deurloop. Gedurende 1982 het ek spesiale dienste in die
noorde van Suidwes as drywer van die pantsertrollie, Kobus, gaan verrig.
Adjudant-offisier Loekie Jordaan
Ons basis was te Grootfontein en die Posbevelvoerder daar was adjudant offisier Loekie
Jordaan wat ons dienste gekoördineer het. Aanvanklik sou ons die Grootfontein - Otavi
trajek met Kobus patrolleer, maar weens meganiese probleme met Kobus het ons die
begeleiding van treine toe met ʼn Funkey motortrollie gedoen. Ek het ʼn groep van 5 manne
onder my bevel gehad. Een oggend, nadat ons so ongeveer drie weke daar was, het ons ʼn
trein met petrolvoorrade vir die weermag vanaf Otavi na Grootfontein begelei. Dit was met
eerste lig en die sig was swak. Terwyl ons gery het, was elkeen met sy eie gedagtes besig toe
ons meteens ʼn harde slag en die geknars van staal gehoor het. Dit was een stofwolk en die
volgende oomblik lê die motortrollie op sy linkerkant. Ons het in die beperkte spasie binne
die motortrollie oor mekaar geval en hier en daar ʼn hou met die geweer teen die kop gekry.
Die eerste gedagte was dat ons ʼn ploftoestel, wat op die spoor was, afgetrap het. Met die
spoed waarmee ons gery het, het die motortrollie vir ongeveer sestig tot sewentig meter op
sy kant op die spoorlyn geskuur voordat dit tot stilstand gekom het. Almal was deurmekaar
en verward, maar in tye soos hierdie skop die opleiding wat jy vir dié tipe gebeurtenisse
ontvang het in en jy reageer feitlik soos ʼn robot.
Photo – Ronnie Beyl
70
Die belangrikste was om so vinnig as moontlik uit die motortrollie te kom want ons was nou
ʼn “sitting duck” vir die terroriste. Ek het opdrag gegee dat die manne rondom verdediging
moes doen ingeval daar op ons geskiet sou word. Ons het ʼn sitrap na Grootfontein gestuur
vir versterking asook die verwydering van die omgeslane Funkey, toe ons agterkom dat
daar nie op ons geskiet was nie. Ons het na die plek waar die ontsporing plaasgevind het
beweeg deur op die spoorstawe te loop ingeval daar antipersoneelmyne langs die spoorlyn
geplant was. In sulke gevalle moes die aankomende treine teen die ongeluk gewaarsku
word deur knalpatrone op die treinspoor te plaas wat as opdrag gedien het dat die trein so
gou doenlik moes stop. Die aankomende trein met die petrol voorraad het kort op ons hakke
gevolg en kon nie betyds stilhou nie. Die dieseleenheid en ʼn aantal van die trokke het oor
die beskadigde spoor geloop voordat die trein heeltemal tot stilstand kon kom. Gelukkig het
nie een van die trokke ontspoor nie, anders sou dit chaos afgegee het as die petroltrokke aan
die brand geraak het. Die spoor was vir ʼn uur of wat gesluit toe die Spoorbaaninspekteur en
sy span die motortrollie met ʼn hyskraan op ʼn weermag voertuig gelaai en van die toneel
verwyder het. Ondersoek op die toneel het aan die lig gebring dat die lasplate wat die spore
aan mekaar koppel deur die terroriste verwyder was. Hulle het ook ʼn gat onder die
spoorstawe gegrawe met die gedagte dat die gewig van die vrag die spoorstawe na onder
sou druk om sodoende die trein te laat ontspoor. Dit was ʼn wonderwerk en genade van Bo
dat geeneen van ons ernstige beserings in die ontsporing van die motortrollie opgedoen het
nie asook dat die vrag met petrol nie ontspoor het nie.
Die tydperk in die noorde het ook vir heelwat humor gesorg. In dié tyd het ek nie my baard
of snor afgeskeer nie en na ʼn maand se groei was my snor en baard redelik lank. Ons het een
keer per week ons rantsoene by die 101 weermagbasis gaan afhaal en een oggend, toe ons
met die bruin Land Cruiser waarmee ons gery het by die basis aankom, het daar ʼn een pip
luitenant by die hek gestaan. Voordat ons die luitenant nog kon salueer spring hy op aandag
en met duidelike verwarring op sy gesig salueer hy vir my as sersant en die konstabel wat
my vergesel het. Nou moet ek ook net meld dat die konstabel maklik vir ʼn Portugees
aangesien kon word en later het ons verneem dat die luitenant ons met die bruin kamoefleer
uniform van die Spoorwegpolisie, die bruin Land Cruiser en my lang baard as lede van 32
bataljon aangesien het. {TOP}
Diefstal van Krugerrande (Jan Smuts Lughawe)
Gedurende die jare 1970 - 1980 was lede van die S.A. Spoorwegpolisie te Jan Smuts-lughawe
verantwoordelik vir die veilige begeleiding van groot besendings goud en Krugerrande per
vliegtuig na verskeie lande oorsee. Vir hierdie doel was daar van goed opgeleide lede van
die SASP gebruik gemaak wat ook dienste as anti - kapers op SAL se vlugte vervul het. In
die laat sewentigs was ʼn besending Krugerrande dan ook na New York-lughawe gestuur.
Die begeleiers van dié betrokke besending was adjudant offisier Van Dyk en sersant Banie
Buys. Net na die aankoms van die vliegtuig te New York-lughawe was ek in kennis gestel
dat een kissie met Krugerrande met aankoms te New York-lughawe kort ontvang was. Ek
71
was op daardie stadium die Posbevelvoerder op die lughawe. Die berig het koue rillings
langs my ruggraat afgestuur aangesien dit die eerste keer in die geskiedenis van die SASP
was dat so ‘n waardevolle besending kort ontvang was. Ek het gesê dat dit onmoontlik was
dat die besending kort vanaf Jan Smuts-lughawe gestuur kon gewees het. Die prosedure by
die besending van waardevolle vrag was die volgende :
Lede wat die begeleiding doen, gaan die besending saam met die personeel van S.A.
Lugdiens na, waarna hulle vir die aantal houers teken. Hulle begelei dan die besending na
die betrokke vliegtuig waarin dit gelaai gaan word. Sodra die besending in die vragruim
gelaai is en die deure daarvan gesluit is, het die lede na die trappies van die vliegtuig
beweeg waar hulle aan boord van die vliegtuig gegaan het. Ek was oortuig daarvan dat die
kissie met die Krugerrande op New York-lughawe gesteel was omdat, met die aankoms van
die SAL vliegtuig te New York-lughawe, was die lede wat die begeleiding gedoen het nie
toegelaat om na die laaiblad, waar die besending reeds uit die vragruim van die vliegtuig
gelaai was, te gaan nie. Hulle moes eers deur Paspoortbeheer en Doeane gegaan het
alvorens hulle na die laaiblad kon beweeg het. Op daardie stadium was die besending dus
reeds uit die vliegtuig gelaai en op die bagasiewa gesit vir vervoer na die kluis waar dit
bewaar sou word.
Die lede het daarna die besending saam met die New Yorkse polisie na die kluis begelei
waar die besending nagesien was. Tydens die kontrole van die besending was daar toe
gevind dat een kissie met Krugerrande kort was.
Ek het na New York gevlieg waar ek by die FBI vir die ondersoek aangesluit het. Dit was
duidelik dat die kissie Krugerrande nie op Jan Smuts-lughawe kort gelaai was nie, maar dat
dit gesteel was voordat die besending op die laaiblad beland het. Die ondersoek van die
saak op Jan Smuts-lughawe was deur myself en adjudant offisier Van Dyk behartig. Op ʼn
gegewe dag het adjudant offisier Herman Buckingham, wat ook op die lughawe werksaam
was, my meegedeel dat hy inligting ontvang het dat ʼn dame wat by een van die privaat
karweiers werksaam was, daagliks met ʼn plastiese Checkers sak vol R10-note by die werk
opgedaag het. Op ʼn vraag van haar kollegas waar sy al die geld gekry het, het sy gesê dat sy
dit by haar vriend gekry het wat as ʼn tegnikus in die tegniese afdeling van SAL op die
lughawe werksaam was. Ek het die tegnikus na my kantoor ontbied waar hy deeglik
ondervra was rakende die geld wat hy aan sy vriendin gegee het. Hy het uiteindelik drie
verskillende verduidelikings gegee. Al hierdie verduidelikings was egter leuens. Om die
waarheid uit hom te probeer kry was daar besluit dat hy vir een nag in die selle by
Germiston toegesluit sou word. Die volgende dag het die verdagte weer teruggeval op sy
verduidelikings van die vorige dag. Dit was toe ek opdrag gegee het dat sy vriendin na my
kantoor moes kom. Sy het haar vriend se stories, wat hy aan die ondersoekspan vertel het,
beaam. Uit die ondervraging was dit duidelik dat sy ook gelieg het en wel geweet het wat
die oorsprong van die geld was. Die verdagte en sy vriendin was toe meegedeel dat hy sou
teruggaan na die selle by Germiston en dat sy vriendin die nag in die selle in Kemptonpark
72
aangehou sou word. Die verdagte het byna ʼn hartaanval gekry toe hy verneem het dat sy
vriendin ook in die selle aangehou sou word. Hierna het hy gesoebat dat sy vriendin nie
opgesluit moes word nie en dat hy die waarheid sou praat.
Hy het die ondersoekbeampte meegedeel dat hy besig was om die seildoek van een van SAL
se vliegtuie in die vragruim te vervang toe hy op die swart kissie afgekom het wat agter die
seildoek versteek was. Hy was aanvanklik onder die indruk dat die kissie ammunisie bevat
het en hy het die kissie agter die seildoek verwyder, dit in sy oorpak toegedraai, agterop sy
fiets gesit en na sy woonstel geneem. Met aankoms by sy woonstel het hy die kissie
oopgemaak en gevind dat die inhoud daarvan inderwaarheid Krugerrande was. Hy het die
Krugerrande stelselmatig begin verkoop en die kontantgeld dan vir sy vriendin gegee om
dit vir hom te bank. Met die deursoeking van sy woonstel was daar nog ʼn aantal
Krugerrande gevind. Vir een of ander rede het ek die luidspreker van sy Hi Fi radio opgetel
en gevoel dat die luidspreker besonder swaar was. Die luidspreker was toe oopgemaak en ʼn
groot aantal Krugerrande was daarin gevind. Met die geld wat hy met die verkoop van die
Krugerrande ontvang het, het hy vir hom ʼn Mercedes Benz motor gekoop. Daar was toe op
die motor beslag gelê. Baie van die vermiste Krugerrande was opgespoor nadat die
beskuldigde die persone aan wie hy dit verkoop het aan die ondersoekspan uitgewys het.
Na die ondersoek was hy aangekla en het hy in die Hooggeregshof in Pretoria verskyn waar
hy aan diefstal van die Krugerrande skuldig bevind was.
Na afloop van die saak het ek verdere samesprekings met die FBI gevoer en hulle het my
meegedeel dat hulle ʼn vorige saak gehad het waar ʼn kissie met goud ook gesteel was. Hulle
ondersoek het aan die lig gebring dat ʼn kissie met goud tydens die uitlaai van die besending
gesteel was en later agter die seildoek van ʼn ander vliegtuig versteek was. Die naam en
besonderhede van die vliegtuig waarin die kissie versteek was, was dan neergeskryf en
wanneer die storm rondom die vermiste besending gaan lê het, was die versteekte kissie uit
die vliegtuig verwyder sodra die vliegtuig weer in New York geland het. Dan word die
kissie verwyder en by die lughawe uitgesmokkel. In hierdie geval het die vraghanteerders in
New York dieselfde modus operandi gevolg. Hulle het die kissie met die Krugerrande wat
gesteel was in ʼn ander SAL vliegtuig, wat op daardie stadium op die laaiblad gestaan het,
gaan versteek met die doel om dit te verwyder wanneer die vliegtuig weer by New York sou
aandoen.
Die vliegtuig van SAL wat die oorspronklike besending na New York vervoer het, was met
sy aankoms te Jan Smuts-lughawe deeglik ondersoek. Ongelukkig vir die diewe in New
York was die vliegtuig waarin hulle die kissie versteek het, met sy terugkeer na Jan Smuts-
lughawe geskeduleer vir reparasies en die vervang van die seildoek; dit is waarom die
tegnikus op Jan Smuts-lughawe op die kissie afgekom het. Hy het sy kanse waargeneem en
dit uitgesmokkel. As die diewe die kissie in die vliegtuig wat dit aanvanklik na New York
vervoer het, versteek het, sou die ondersoekspan dit met aankoms te Jan Smuts-lughawe
opgespoor het. {TOP}
73
International Association of Airport and Seaport Police
Die S.A. Spoorwegpolisie het in 1970 lid van die International Association of Airport and
Seaport Police geword. Ek en luitenant kolonel Roelf van Heerden het die eerste kongres van
die IAASP in Miami bygewoon. Die doel van hierdie internasionale organisasie was om
misdaad en veiligheid op lug- en seehawens te koördineer en om kontakte in
offisiersgeledere wêreldwyd te bewerkstellig. Daar was in 1970 reeds ongeveer 60 lande wat
deel uitgemaak het van dié organisasie. Daarna het ek die jaarlikse kongresse eers as
kolonel, en later as brigadier, saam met die dienende Kommissaris van die S.A.
Spoorwegpolisie bygewoon. Die eerste kongres was deur luitenant generaal J.J.J. van
Vuuren bygewoon, gevolg deur luitenant generaal J.H Claassen en toe later deur luitenant
generaal H.J Visagie. Laasgenoemde was dan ook die laaste Kommissaris van die S.A.
Spoorwegpolisie. Elkeen van die Kommissarisse, asook myself, het op die Raad van
Direkteure van die IAASP gedien wat kongresse te Miami, Seattle, Vancouver, Montreal,
New York, Washington, Maryland, Bermuda, Ciprus, Taiwan en Hong Kong bygewoon het.
Lidmaatskap tot die organisasie het tot gevolg gehad dat ek, wat toe die Posbevelvoerder te
Jan Smuts-lughawe was, ook die Bevelvoerder van die anti-kapers eenheid was. Baie
belangrike kontakte kon met offisiere van ander lande, waarheen SA Lugdiens vlugte
onderneem het, opgebou word. Die samewerking met die buitelandse offisiere het my taak,
wat Staatspresidente B.J Vorster, P.W Botha en verskeie kabinetministers op buitelandse
reise vergesel het, baie vergemaklik. Ek en my span was vir die veiligheid van die BBP’s op
die buitelandse lughawens asook die vlug veiligheid van die vliegtuie verantwoordelik.
Verskeie van die buitelandse offisiere was ook per geleentheid na Suid Afrika uitgenooi om
besoek aan die lug- en seehawens in Suid Afrika te bring. Hierdie wedersydse besoeke het
sterk kameraderie en vertroue tussen die lede van die S.A. Spoorwegpolisie en polisiemagte
van oor die wêreld heen tot gevolg gehad. Wat die lidmaatskap van die Spoorwegpolisie se
offisiere tot die IAASP so besonders gemaak het, was dat die offisiere van die SASP tot die
Raad van Direkteure van die organisasie verkies was, terwyl Suid Afrika in daardie stadium
as die muishond van die wêreld beskou was. {TOP}
Seehawens
Die seevaart na Lüderitz met Elsie die Polisieboot
Die S.A.Spoorwegpolisie was verantwoordelik vir die polisiëring van alle lug - en
seehawens in die Republiek van Suid Afrika en Walvisbaai. Ten einde die seehawens as
Nasionale Sleutelpunt te kon beskerm, het die Spoorwegpolisie by elkeen van die
onderskeie seehawens oor ʼn Watervleuel beskik. Hierdie eenhede was verantwoordelik vir
die patrollering van die hawens en die gebiedswaters van die Republiek. Derhalwe was elk
van die eenhede met ʼn patrollieboot uitgereik om in samewerking met die Suid Afrikaanse
Vloot, die Handel en Skeepvaartswette en Regulasies toe te pas. Walvisbaai het op daardie
stadium nog nie oor ʼn polisieboot beskik nie. Indien hulle polisiëring op die oop see wou
verrig het, moes hulle die Hawekaptein vir vervoer genader het.
74
Konstabel André van Rensburg
Konstabel André van Rensburg ʼn boorling van Walvisbaai, is op 19 Julie 1959 in die ou
Walvisbaaise Hospitaal gebore. Nadat hy sy skoolloopbaan in Walvisbaai voltooi het, het hy
op 23 Januarie 1978 by die S.A. Spoorwegpolisie in Walvisbaai aangesluit. Na sy basiese
opleiding, wat hy in Desember 1978 by die kollege te Esselenpark voltooi het, was hy na
Kimberley-lughawe verplaas waar hy later na die Speurafdeling oorgeplaas was. In
Februarie 1980 was hy as sersant na Walvisbaai Uniformtak verplaas waar hy in bevel van
die Mobiele Eenheid was. Die werksaamhede by dié eenheid het meegebring dat hy die hele
Suidwes plat gery het met die hou van padblokkades en om hulp te verleen met die
ondersoek en nasien van Padvervoer permitte in die streek. Vir ‘n seun wat in Walvisbaai
grootgeword het, was bote altyd ‘n integrale deel van sy daaglikse lewe. Dit kon ook nie
anders nie want Walvisbaai was immers ’n hawe- en vissersdorp. Sy pa het in die hawe
gewerk en hy was dus op ‘n vroeë ouderdom aan die vreemde bekoring wat bote aan ‘n jong
seun verskaf, blootgestel. Baie van sy vriende op skool se ouers was vissermanne of het ook
in die hawe gewerk.
Kaptein Van Heerden en luitenant Du Toit het die visie gehad dat Walvisbaai eendag oor sy
eie patrollieboot moes beskik. Van Rensburg het geen vorige ervaring gehad nie, behalwe
vir die feit dat hy ‘n paar keer die geleentheid gehad het om met ‘n verskeidenheid van bote
en skepe, die oop see in te vaar. Vir die Streekoffisier en die Posbevelvoerder was sersant
Van Rensburg die aangewese lid om as Skipper opgelei te word. Gedurende 1980 was daar
met die Hawekaptein gereël dat hy die nodige opleiding as Skipper moes ontvang sodat hy
die dag wanneer Walvisbaai sy eie boot ontvang, reeds as Skipper gekwalifiseer sou wees.
Die opleiding het oor ‘n periode van vier maande gestrek en dit het onder die beheer van die
Hawekaptein plaasgevind. Die opleiding was kortliks in drie verskillende fases ingedeel
Fase 1. Die eerste maand het hy as dekhelper op die groot sleepbote gewerk en moes hy
“chip & paint”, leer knope maak, tou en staal kabel split, die verskillende maniere aanleer hoe
om die sleepboot teen die kaai te anker, brandbestryding toepas, die gebruik van
reddingstoerusting aanleer en dan natuurlik ook die dek skrop, koper poleer en nog ’n hele
paar peuselwerkies.
Fase 2. Die tweede maand het hy as stuurman op dieselfde sleepbote gewerk en het hy
geleer hoe om die sleepbote te stuur, hoe om op die bevele van die Kaptein te reageer en hoe
om die kompas te lees en daarvolgens te stuur ten einde op koers te bly.
Fase 3. Die laaste twee maande het hy as “Mate”, of tweede offisier, op die kleiner sleepbote
en loodsbote gewerk. Hy het elke dag besoekende skepe die hawe in- of uitgehelp en die
loodse van die hawekaptein vanaf die hawe na die besoekende skepe en terug vervoer. Die
doel was om te leer hoe om personeel aan boord van ‘n bewegende skip te plaas of te
verwyder. Hy het ook geleer om die duikers na die plek te neem waar hul moes duik en die
gepaardgaande prosedures wat in dié opsigte gevolg moes word onder die knie te kry.
75
Gedurende die vier maande moes hy elke dag vir twee ure ‘n teoretiese klas bywoon. Na
afloop van elke fase moes hy ‘n skriftelike sowel as ‘n mondelinge eksamen aflê alvorens hy
na die volgende fase kon aanbeweeg. Hy het dus die sertifikate as Dekhelper, Stuurman en
tweede Offisier ontvang.
Na die voltooiing van dié opleiding het hy ʼn radiokursus in sy eie tyd bygewoon waarna ʼn
radio operateur sertifikaat deur die Pos en Telekommunikasiewese, aan hom uitgereik was.
Dié sertifikaat het hom in staat gestel om as radio operateur op enige skip te kon werk.
Aangesien die kus bykans daagliks in digte mis gehul was, het hy besef om veilig in dié
toestande en beperkte sig te kon navigeer, moes hy verdere opleiding in die gebruik van die
radar ontvang. Om hom verder in die effektiewe gebruik van die radar te bekwaam, het hy
op eie koste en in sy eie tyd ʼn radarkursus by die Generaal Botha Handelsvloot Akademie in
Granger Bay bygewoon. Dit was vir hom ʼn belewenis aangesien die radarkursus slegs ʼn
deel uitgemaak het van ʼn drie maande kursus wat vir vissermanne aangebied was. Hy het
dus twee weke saam met ʼn baie interessante groep manne die kursus bygewoon. In die
proses het hy ʼn paar nuwe woorde geleer wat nie in die polisie se woordeskat voorgekom
het nie en nog minder in die publiek gebesig kon word. Dit was ook sy eerste kennismaking
met ʼn nabootser. Die kennis en ondervinding wat hy daar opgedoen het, was van
onskatbare waarde vir die pad vorentoe as Skipper. Na afloop van die kursus by die
Handelsvloot Akademie het hy die opleiding en die sertifikate, wat hom net tot vaartuie
onder beheer van die Hawekapteins in Suidwes Afrika en Suid Afrika beperk het, uitgebrei.
Om die beperkinge wat die sertifikate op sy bevoegdheid as Skipper geplaas het te oorkom,
moes hy verdere teoretiese eksamens, onder toesig van Kaptein Wilson, destyds verbonde
aan die Ministerie van Transport, aflê. Hierdie kwalifikasie het sy bevoegdheid as Skipper
baie wyer as net in die hawens laat strek.
Die groot dag het in 1982 aangebreek; die dag waarop die hele personeel van Walvisbaai
gewag het. ʼn Polisieboot was in die hawe te Walvisbaai afgelaai en die Skipper, sersant
André van Rensburg, het gebrand om die motore aan te skakel en die boot op die oop see uit
te neem. Hy was dus reeds ten volle as Skipper gekwalifiseer toe die boot uiteindelik haar
verskyning gemaak het.
Elsie
ʼn Boot moes ʼn naam hê en daar was toe besluit dat die boot na Kaptein Johan van Heerden,
wat die Streek Offisier in Walvisbaai was, se eggenote, Elsie, vernoem sou word. Elsie was ʼn
10,6 meter, skroef aangedrewe Robin Klas, Monohull boot met twee V8 Cummin V555M
binneboord enjins wat ʼn spoed van 20 knope kon haal met ʼn reikafstand van +- 250 seemyl.
Sy kon vier tot ses passasiers dra en bo en behalwe die normale toerusting waarmee Elsie
toegerus was, was sy ook met ʼn 7.62mm ligte masjiengeweer toegerus. Aan die voorkant
van die boot was ʼn laer dek waar die bemanning met tye kon gaan rus. Die lede van die
Mag, asook die inwoners van Walvisbaai, was baie trots op hulle boot wat onder alle
omstandighede deur die bemanning netjies en skoon gehou was. Gedurende 1985 het die
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Haweowerheid en die Posbevelvoerder van Lüderitz nie oor die vermoë beskik om Lüderitz
se gebiedswaters te polisieer nie. Dié toestand was vir die owerhede kommerwekkend en
derhalwe het hulle dringend hulp nodig gehad om die seegebied te kon polisieer. Die
enigste oplossing vir die krisis was om vir Elsie en haar bemanning om hulp te nader. Die
vraag het ontstaan of Elsie in staat sou wees om die lang seetog na Lüderitz, wat suid van
Walvisbaai geleë is, te kon onderneem. Die Posbevelvoeder van Lüderitz het die versoek aan
die Bevelvoerende Offisier in Windhoek gerig. Die Skipper, toe adjudant van Rensburg,
moes die B.O. oortuig dat Elsie die seetog van sowat 200 seemyl veilig en suksesvol sou kon
aflê. Na deeglike navorsing en beplanning deur André en sy bemanning, het hulle aangedui
dat hulle en Elsie wel die afstand sou kon aflê. Hulle was deeglik daarvan bewus dat net die
ongerepte Seekus van die Dood tussen Walvisbaai en Lüderitz was. Nadat die ondersoek
afgehandel was, het die Kommissaris se kantoor in Johannesburg magtiging verleen dat
Elsie en haar bemanning na Lüderitz mag gevaar het. Die dag waarop die seetog aangepak
moes word, het uiteindelik aangebreek en alle toerusting en navigasie toestelle was
behoorlik nagesien waaronder ʼn ekstra drom met 200 liter diesel. Die bemanning vir dié
seetog was die Skipper, adjudant André van Rensburg, luitenant Loekie Jordaan (die
Posbevelvoerder te Walvisbaai), die stuurman, sersant Boetie Bruwer, en die dekhelpers
konstabels Deon Kuhn en Martin Oosthuizen asook die masjienkamer lid, konstabel Johan
Kotze. ʼn Kaptein van die Hawekaptein se personeel het hulle op die seevaart vergesel om ʼn
ogie oor André se navigasie te hou.
In weerwil van die publiek se kommer dat die vaart na Lüderitz met so ʼn “klein bootjie”
aangepak sou word, het Elsie en die bemanning vroegoggend die ankertoue gelig en
vertrek. Die tog na Lüderitz het meer as twintig ure geduur. Gedurende daglig het alles
sonder enige voorvalle verloop maar die probleme het egter begin wanneer die son gesak
het en die see in duisternis gehul was. Van die onervare seemanne het sonder ophou die
visse “kos gegee.” Wanneer hulle asem geskep en beter gevoel het, moes hulle vir André
help met die stuur van die boot om dit volgens die kompas, op koers te hou. André, ʼn
ervare Skipper, het nie seesiek geword nie, maar om vir twintig ure lank agter die stuur van
die boot deur hoë deinings en een trog na ʼn ander te stoei terwyl die enjinrewolusies die
hoogte inskiet wanneer Elsie teen die hoë deinings afgaan, was om die minste te sê, baie
uitputtend. Tussen alles deur moes hy nog kaartlees doen om te verseker dat hulle op koers
gebly het.
Na ʼn vermoeiende tog het hulle Lüderitz veilig bereik. Die aankoms van Elsie het baie
belangstelling by die booteienaars in die hawe en die algemene publiek ontlok. Die
bemanning het in die vakansiehuisies bo die hawe, tussen die rotse, tuisgegaan. Twee
duikers van Walvisbaai, Zorro van Zyl en Gerald van Riet (albei al oorlede), was reeds in
Lüderitz toe die bemanning daar aangekom het. Hulle was verantwoordelik daarvoor om
die kaai se strukture te inspekteer en het die bemanning soms op van hulle vaarte vergesel.
By hierdie geleenthede het hulle van die grootse krewe “onwettig” met volle duiktoerusting
77
gevang terwyl die polisiemanne natuurlik “niks” gesien het nie. Hier was hulle getrakteer
met die heel grootste krewe wat daar was. As Walvisbaaiers het hulle nog nie voorheen
sulke groot krewe gesien nie. Hulle kon beswaarlik een kreef op ʼn slag verorber.
Die bemanning het enkele dae in Lüderitz vertoef en verskeie optredes ter see geloods.
Aanvanklik het die bemanning gedink dat van die vissermanne hulle nie goedgesind sou
wees nie, maar nee wat, hulle het die vissermanne goed en vriendelik behandel wanneer
hulle aan boord van hul vaartuie gegaan het. Baie van die vissermanne het die optredes
waardeer. Wanneer hulle op land was en die bemanning in die plaaslike hotel se sitkamer
raakgeloop het, het hulle dadelik vir die kelner gesê om vir die manne iets te drinke aan te
gee. Met die terugreis na Walvisbaai het hulle van die vissermanne op die oop see
raakgeloop. Die vissermanne het hulle dan nader gewink en met kreef oorlaai. Nou moes
die bemanning van Elsie in gedagte gehou het dat daar in die hawe van Walvisbaai ʼn
Visinspekteur op hulle kon wag en hulle was nie in besit van enige permitte vir die krewe
aan boord nie. Die see het weereens nie saamgespeel nie en was by tye baie onstuimig.
Op ʼn stadium het die bemanning agter Mercury eiland gaan asem skep. Toe die nag
aanbreek, het die gevreesde miswolke opgekom. Die stormweer het water in die boot
geslaan en van die radiotoerusting was daardeur buite werking gestel. Vanweë die gebrek
aan navigasie hulpmiddels moes André voortdurend die posisie op die kaart bepaal. Om op
koers met die kaart te kon bly, was die bemanning genoodsaak om soms baie naby aan die
land te vaar. Die boot se kollig was dan gebruik om op die sandduine te lig om sodoende die
rigting te kon bepaal. Elkeen het ʼn beurt gekry om die kollig te hanteer terwyl die ander
bemanning ʼn beker stomende cup-a-soup binne-in die boot geniet het. Groot was die
blydskap toe Pelikaan Punt vuurtoring se lig in die verte gesien kon word. Dit was nie meer
ver nie; hulle was amper daar. Verlig en dankbaar het Elsie en die bemanningslede die hawe
van Walvisbaai binne gewaar. ʼn Verrassing het daar op hulle gewag; ʼn gekamoefleerde
baret, wat net aan lede van die S.A.Spoorwegpolisie se Spesiale Taakmag uitgereik was, was
aan elkeen van die bemanningslede oorhandig en dit was voorwaar iets waarop hulle baie
trots was.
Die verwelkoming deur die publiek het die Visinspekteur se aandag oorweldig. Nee, hy het
nie die boot ondersoek en op die krewe beslag gelê nie. Nadat alles afgehandel was en die
bemanning van diens gerapporteer het, kon hulle die krewe saam met hulle eens
bekommerde, maar baie verligte gesinne geniet. Hierdie seetog het nie alleen die aansien
van Elsie verhoog nie, maar ook dié van die dapper bemanning wat die vaart saam met haar
meegemaak het. {TOP}
The thief that walked like a duck (Cape Town)
At about 3.30 one morning I picked up the members of my shift with a patrol vehicle and
proceeded to the harbour where we were to raid ships. As we drove down South Arm Road
I spotted a tall coloured male walking like a duck. He looked straight ahead as we passed
78
him. I looked at him in the rear-view mirror and noticed he had stopped walking. When I
stopped the vehicle he started walking again. I made a U-turn and approached the suspect
whom I noticed was soaking wet on a clear morning with no rain. I questioned him about
his wet clothes. He said he worked at Irvin and Johnson and that he had fallen into the sea at
D-berth. I knew that I&J had no boats at D-berth, so we took him there and found a large
ship carrying fruit. I asked the suspect if he had been aboard the ship and he answered
"No”. I then asked that he take off his tekkies and boarded. We proceeded to the deck where
the anchor rope connected the ship to the Ballard on the quay. The deck was wet, exposing
shoe prints that matched the pattern of the suspect’s tekkies. The prints led to the Officer’s
cabin where I discovered the door was unlocked. Just then the Chief Engineer arrived and I
asked him if anything was missing from his cabin. He switched on the light and opened a
drawer where he found his wallet. He was satisfied that nothing was missing but I told him
to open the wallet and to make sure. All his American dollars and English pounds were
gone. We then searched the suspect but found nothing on him, so we returned to where we
had picked him up and began searching there. We found the money hidden in a metal pipe
attached to a wall. The suspect was charged and appeared in court on the same day. The
Chief Engineer commended the Railway police, saying that they were faster than the police
of Scotland Yard. The following day a headline in the Cape Times read: RAILWAY POLICE
ARREST SUSPECT WALKING LIKE A DUCK.
Possak Diefstalle
Doodskis in die veld
Ek was ‘n speurder op Oos Londen en het in possak diefstalle, groot treinrampe en trok
diefstalle gespesialiseer. ‘n Spoorwegpassasiersbus het tussen Umtata en Port St. Johns
passasiers vervoer en agter aan die bus was ‘n sleepwa waarin die passasiers se bagasie en
possakke gelaai was. Onderweg na Port St. Johns het die drywer en assistent van die bus ‘n
doodskis in die sleepwa gelaai. Die nodige dokumente was in orde en die doodskis was
behoorlik met etikette geadresseer. Voor aankoms by Port St. Johns het twee persone die
doodskis by ‘n halte in ontvangs geneem. Met aankoms te Port St. Johns het die personeel
ontdek dat al die possakke, wat die registrasies bevat het, oopgesny was en dat al die groen
GBA sakke daaruit verwyder was. Die groen GBA sakke was ‘n possak binne-in die sak wat
al die geregistreerde koeverte en bankpakkies met groot bedrae kontant bevat het.
Met ondersoek het ek die doodskis in die veld gekry waar dit van die bus afgelaai en
agtergelaat was, nog steeds met die etikette met die adres besonderhede daarop. Die naam
en adres was nie vals nie en ek het al die bewysstukke teruggevind en drie swartes
gearresteer. Een van die beskuldigdes was binne-in die doodskis toe dit in die sleepwa
gelaai was. Terwyl die bus gery het, het hy die doodskis oopgemaak, die possakke oopgesny
en met al die GBA sakke weer in die doodskis teruggeklim.
Possakdiefstalle in Transkei
Na die onafhanklikheidswording van die Transkei het die Posmeester Generaal my vanaf
Umtata geskakel en om hulp gevra. Vir ‘n tydperk van twee jaar het hulle enorme probleme
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ondervind met registrasies wat in die landelike gebied van Idutywa afgelewer was. Etlike
honderde klagtes was ontvang dat die registrasies met ontvangs leeg was en geen geld bevat
het nie. Die geregistreerde pos wat die geld bevat het, was deur mynwerkers aan hulle
families gestuur en het groot bedrae geld bevat. Die ondersoekbeampte van die Poskantoor
was onder die indruk dat die diefstalle intern by hulle plaasgevind het. Alhoewel die S.A.
Spoorwegpolisie nie meer ondersoeke in die onafhanklike staat gedoen het nie, het die
Speuroffisier magtiging verleen dat ek die Poskantoor op Umtata behulpsaam kon wees.
Ek het eerstens al die rekords op Idutywa en Umtata nagegaan en tot die slotsom gekom dat
die diefstalle nie daar plaasgevind het nie maar baie verder strek as wat ek vermoed het.
Alle posstukke wat bestem was vir die Transkei was op ‘n klein stasie naamlik, Amabele,
oorgelaai. Die stasie was op die hooflyn tussen Oos Londen en Queenstown en was ‘n
aansluiting na beide die Transkei en Port Elizabeth. Alle possakke was slegs deur een
goederetrein, wat daagliks geloop het, vanaf Amabele na Umtata vervoer. Dit was nie die
enigste trein wat op hierdie spoor geloop het nie.
Die trein het laat middag vanaf Amabele vertrek en die kondukteur van die trein het gewerk
tot op Sihota stasie wat op die grens van die Transkei was. Daar het ‘n swart kondukteur
van die Transkei by hom oorgeneem en hy het dan weer met ‘n ander trein terug gereis na
Amabele waar al die treinpersoneel in Spoorweghuise gewoon het. Daar was ook ‘n
laerskool in die omgewing. Met al dié inligting was ek terug na Amabele waar ek my
ondersoek voortgesit het. Die ondersoek het daarop gedui dat die trein wat die possakke
vervoer het en waarvan die geld uit die registrasies vermis was, elke keer deur dieselfde
kondukteur beman was. Hy was ‘n ene mnr. Mxxx. Op daardie stadium was hy met
siekteverlof. Ek het vasgestel dat Mxxx voorheen by die Poskantoor werksaam was voordat
hy ‘n kondukteur geword het. Met behulp van die bankbestuurder op Kingwilliamstown
het ek sy bankbesonderhede nagegaan en afskrifte van sy bankstate gemaak. Sy
maandelikse salaris was in sy rekening inbetaal vir die voorafgaande jaar sonder dat hy
enige onttrekkings uit sy bankrekening gemaak.
Met verdere ondersoek het ek vasgestel dat hy op ‘n stadium vliegtuigkaartjies vir sy familie
in die Kaap gekoop het om ‘n verjaarsdagpartytjie te kom bywoon. Hy het ook duisende
Rande aan die skool geskenk en sy kinders het buitensporige bedrae geld daagliks by die
snoepie spandeer. By die juwelier het hy kontant betaal vir ‘n massiewe ring van etlike
duisende Rande vir sy vrou. In sy huis was van die duurste meubels waarvoor hy ook
kontant in King Williamstown betaal het. Nadat Mxxx van siekteverlof teruggekeer het, het
ek gereël dat hy die eerste dag weer die goederetrein tot op Sithota moes beman. Nadat die
trein oor die grens by die Transkei was, het ek die trein laat stilhou en die possakke agterin
die kondukteurswa nagesien. In die kondukteurswa was die onderskeie stasies se possakke
op verskillende hope gegooi. Die possakke wat vir Idutywa bestem was het ek met die
poslyste vergelyk. ‘n Hele aantal van die sakke kon nie gevind word nie. Die vermiste sakke
het ek op die Umtata hoop aangetref. Die sakke het ek uitwendig ondersoek en gemerk dat
al die registrasie sakke aan die kant oopgesny en weer toegewerk was. Ek het een van die
sakke in die kondukteur se teenwoordigheid oopgemaak en gemerk dat die groen GBA sak
in die possak ook oopgesny en weer netjies toegewerk was. Die vaswerk van die possakke
se nate was op ‘n sekere manier deur die Poskantoor gedoen. Die registrasie binne-in die
GBA sakke was geseël maar die koeverte kon baie maklik oopgemaak word. Die inhoud
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daarvan was leeg en die gom op die koeverte was nog nat. Op die oog af sou niemand
agtergekom het dat daar met die possakke gepeuter was nie.
Die kondukteur het die Idutywa possakke met opset op die Umtata hoop gegooi sodat die
sakke ‘n paar dae later op Idutywa afgelewer sou word. Ek het dadelik na Amabele
teruggery waar ek die trein waarmee Mxxx teruggekeer het, ingewag het. Met aankoms van
die trein het ek Mxxx gevisenteer en ‘n paar duisend Rand op sy persoon gekry. Hy het
verduidelik dat sy broer in Port Elizabeth by hom geld geleen het en dit op daardie tydstip
aan hom teruggestuur het. In sy besit was daar ook ‘n silwer trommel waarin ek ‘n bol lyn
gevind het wat eksklusief deur die Poskantoor gebruik was asook ‘n paar groot stopnaalde,
‘n buisie gom en ‘n skerp mes.
Die speurders in Port Elizabeth het ‘n besoek aan sy broer gebring wat ontken het dat hy vir
hom geld gestuur het. Na ‘n paar warm klappe het Mxxx alles erken. Hierdie diefstalle het
oor ‘n tydperk van twee jaar plaasgevind. Wat hy gedoen het was die volgende: Hy het die
geregistreerde koevert in die kondukteurswa oopgestoom, die geld uit die koevert verwyder
en die koevert weer met gom toegeplak. Die naat van die possak en GBA sak het hy netjies
oopgesny en weer met lyn toegewerk. Mxxx het baie slim te werk gegaan maar alles
waaroor hy beskik het, het ek op beslag gelê en hom gearresteer. Hy het ‘n pleit ooreenkoms
met die hof aangegaan en ‘n langtermyn vonnis uitgedien. Die saak het my agttien maande
geneem om te voltooi. Ek het in possakdiefstalle, treinrampe en trokdiefstalle gespesialiseer
en in my dienstermyn in die Spoorwegpolisie en die S.A. Polisie daarna, het ek vyf-en-
negentig skriftelike aanprysings vir ondersoeke wat ek gedoen het, ontvang.
Possak-etiket vang diewe
Gedurende 1984, terwyl ek as area-offisier te Klerksdorp gestasioneer was, het een
telefoniese oproep van die Bevelvoerende Offisier te Kimberley my stof tot nadenke gegee.
Die opdrag was duidelik: “Daar is ʼn possak met R252 000 kontant vanaf Vryburg na
Bloemfontein gestuur, en die possak het nie die eindbestemming bereik nie. Vind die
skuldiges en die geld.” Kort en kragtig was die opdrag. Met die begin van die ondersoek
was daar vasgestel dat die possak alreeds ʼn week lank vermis was. Saam met die
seksiespeurders was daar kajuitraad gehou en op ʼn plan van aksie besluit. Vroeg een
oggend het ek en van die speurders na Vryburg vertrek wat ongeveer twee ure se reis vanaf
Klerksdorp was. Met aankoms te Vryburg was alle verdagtes en persone wat belange by die
ontvangs, opmaak en versending van die possak gehad het, ondervra. Geen sukses.
Dwarsdeur die dag was daar dinkskrum gehou. Die possak was vanaf die Poskantoor na die
spoorwegstasie geneem, deur die laaimeester in ontvangs geneem, en aan die kondukteur
van die passasierstrein oorhandig. Met aankoms van die trein te Bloemfontein was die
possak vermis.
Drie arbeiders, een van die Poskantoor en twee van die bank vanwaar die geld versend was,
was vir ondervraging ingeneem. Geen inligting kon by die drie verdagtes ingewin word nie.
Met die beskikbare inligting was al drie in afsonderlike kantore ondervra. Met sulke
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diefstalle was dit logies dat die possak ná die diefstal verbrand sou word om enige leidrade
uit te wis. Terug by die Poskantoor het ek ʼn possak etiket opgespoor wat gelees het:
“Vryburg – Bloemfontein”. Ek het die etiket gedeeltelik gebrand met ʼn vuurhoutjie en by
die stasie was een van die verdagtes soos volg gekonfronteer: “Jou tjommie sê julle het die
possak by die ashoop gaan verbrand. Ons was by die ashoop en het die possak met die
etiket gekry.” Die half gebrande etiket was aan hom getoon. Dit was toe net daar waar ta se
moed hom begewe het. “Ja, ek het vir hulle gesê ons moet dit nie doen nie”, het hy erken.
Hul modus operandi was eenvoudig. Die possak was vanaf die Poskantoor, met ander
possakke, per fiets na die stasie geneem terwyl die trein langs die platform gestaan het. Met
die laai van dié possak in die kondukteurswa en die uitlaai van ander possakke, wat vir
Vryburg bestem was, het een van sy makkers, sonder die medewete van die kondukteur, die
possak met die geld by die possakke wat vir Vryburg bestem was, gegooi. Toe hy na die
Poskantoor teruggekeer het, was die possak met die inhoud gesteel en die possak was op die
stortingsterrein verbrand. Daar was toe met die deursoeking van persele en voertuie begin.
By een van die verdagtes se huis was ongeveer R3000 kontant onder ʼn sinkemmer gevind,
met die strokies van die betrokke bank nog aan die note. Met dié bewyse beskuldig hulle toe
mekaar. Die vrees van wat vir hulle voorgelê het, was vir hulle een te veel. Hulle het
vervolgens besluit om ons die betrokke nag na ʼn sekere huis in Vryburg te neem. By dié
huis was daar op ongeveer R205,000 kontant in plastiese sakke beslag gelê. Daar was ook op
ʼn groot verskeidenheid goedere beslag gelê wat met die gesteelde geld gekoop was. In een
van die wieldoppe van ʼn voertuig wat deur hulle aangekoop was, was bykans R4000 se
note gevind. ʼn Doodeenvoudige verbrande possak etiket, ʼn bietjie bluf en die saak was
opgelos. Daar is geen baasspeurder nodig om enige saak op te los nie. Net eenvoudige
logika is nodig.
Die possakdief in die linnekis
Ek was gedurende 1982 –1983 Speuroffisier op Pietermaritzburg toe speurder-sersant Corrie
de Jager van Greyton my geskakel en gerapporteer het dat ʼn possak uit die sleepwa van ʼn
Padvervoerbus gesteel was en dat die possak vermoedelik kontantgeld bevat het. Ek en
speur-adjudant offisier Dalton en speurder-sersant Jan Olivier het na die toneel vertrek waar
ons ʼn verskrikte busbestuurder aangetref het wat ʼn linnekis aan ons uitgewys het waarvan
die deksel oopgestaan het. Hy het gerapporteer dat hy ʼn ongeskeduleerde stop gemaak het
om ʼn passasier af te laai. Toe hy die deur van die sleepwa waarin die passasiers se bagasie
in vervoer was, oopgemaak het, het daar ʼn swart man uit die wa gespring, met ʼn stuk yster
of hout teen die deur geslaan en weggehardloop. Binne-in die linnekis het ons ʼn groot
hoeveelheid banknote, wat in hopies met rekkies vasgemaak was, gevind en langs die kis
was ʼn oopgesnyde possak. Die kis se deksel was met ʼn groot hangslot gesluit. Die skarniere
aan die agterkant van die kis was losgeskroef en met hakies vervang sodat die kis se deksel
van die binnekant af oopgemaak kon word. Die busbestuurder het gerapporteer dat die kis
te Greyton deur drie swart mans opgelaai was en hulle het gesê dat die kis by die volgende
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geskeduleerde stop afgehaal sou word. Dit het geblyk dat die man wat uit die sleepwa
gespring het, binne-in die kis was toe die bus vanaf Greyton vertrek het. Gedurende die rit
het hy uit die kis geklim, die possak oopgesny en die geld in die kis gelaai. Met aankoms by
die volgende geskeduleerde stop sou hy weer in die kis gewees het waar sy makers hom
met kis en al sou afgelaai en spore met die geld gemaak het. Dit sou ʼn volmaakte misdaad
gewees het as die busbestuurder nie die ongeskeduleerde stop op die roete gemaak het nie.
Goeie speurwerk deur die ondersoekbeampte, speurder-sersant de Jager, het aan die lig
gebring dat die kis op Ulundi by ʼn meubelwinkel deur ene, Jxxxx Sxxxx, gekoop was. Jxxxx
het ook met die koop van die kis aan die verkoopsman verduidelik waar hy gewoon en
gewerk het. Die beskuldigde het gevlug toe hy gehoor het dat De Jager op sy spoor was,
maar hy was later te Phokeng opgespoor en gearresteer. Hy was in die Hooggeregshof te
Escourt skuldig bevind en tot sewentien jaar tronkstraf gevonnis. Die bedrag betrokke was
ongeveer negentig duisend rand.
Trokdiefstalle
Terwyl ek in Oos Londen as speurder gestasioneer was, het verskeie besendings sigarette
vanaf Oos Londen na Queenstown oornag verdwyn. Die enigste wyse om die diewe te kon
vastrek, was om snags observasie te hou. Vroeg een oggend het ek vier verdagtes vasgetrek
waar hulle besig was om die trok leeg te maak en op die winkelier in die lokasie se bakkie te
laai. Daardie jare het ʼn karton met tien duisend sigarette, plus-minus R120-00 gekos. Met die
arrestasie het ek en sersant P.J.W.A. Els die beskuldigde, ene Fxxxx Mxxxx, se winkel en huis
deursoek waar ons op baie ander goedere beslag gelê het. Ek kan nie meer onthou hoeveel
aanklagte teen hom en sy helpers aanhangig gemaak was nie, maar die dossier was so dik
soos ʼn Bybel. Die beskuldigdes was op al die aanklagtes van trokdiefstal skuldig bevind en
tronkstraf vir ʼn aantal jare was opgelê. Hierna het die diefstalle opgehou en het dit rustiger
geraak.
Toe begin possakdiefstalle waar geregistreerde stukke uit die possakke gesteel was. Die
possak se etiket het aangetoon watter possakke geregistreerde stukke, insluitende kontant,
bevat het. Daardie jare was daar nie elektroniese oorplasings of betalings nie; kontantgeld
was per pos gestuur. Soms was die naat by die bodem van die possak oopgesny ten einde
die geregistreerde stukke daardeur te verwyder. Partykeer het die dief die naat weer netjies
met gom toegeplak sodat dit voorgekom het asof daar nooit geregistreerde stukke in die
possak was nie. Dit was gedoen om die aandag op die afsender te plaas.
Trokry tussen Queenstown en Oos Londen en tussen Queenstown en Bloemfontein was die
enigste uitweg. Die meeste diefstalle het op die trein tussen Johannesburg en Queenstown
plaasgevind. Ek dink die nommer van die trein was nege af, wat so om en by tien uur die
aand te Queenstown arriveer het. Ek en sersant Els het toe saans in die postrokke gery in ‘n
poging om die diewe aan die pen te laat ry. Een aand het die trein by Lesseyton sylyn gestop
om roomkanne op te laai. Terwyl die trein daar gestaan het, het ons opgemerk dat die deur
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van die postrok aan die teenoorgestelde kant oopgegaan en ta in die trok geklim het. Hy het
glad nie vermoed dat ons hom fyn dopgehou het terwyl hy die sakke uitgesoek het nie. By
die volgende sylyn, naby die Spoorwegklipgroef, terwyl die trein stadiger beweeg het, het
hy die possakke uitgegooi en daarna self uit die trok gespring. Ons het hom agtervolg deur
ook vinnig uit te spring en het hom op die plek gearresteer.
Na sy arrestasie het hy al die ander oopgemaakte briewe en sakke aan ons uitgewys. Hierdie
beskuldigde was toe al die tyd een van die arbeiders wat in die pakkette kantoor gewerk
het. Tot my verbasing was hy ook my beriggewer oor ander diefstalle; so wou hy die aandag
in die possakdiefstalle van homself af lei. ʼn Kondukteur, wat ons op ʼn latere stadium vir
possakdiefstal gearresteer het, het ook op ʼn soortgelyke wyse te werk gegaan voordat ons
hom aangekeer het.
Trokdiefstalle – De Aar – 1971
Volgens studies wat deur die Afdelingshoofkantoor te Kimberley gedoen was, was daar
vasgestel dat trokdiefstalle op ‘n gereelde basis tussen Kimberley en Kaapstad plaasgevind
het. Die diefstalle het hoofsaaklik met die verkeer na Namibië (SWA) plaasgevind. Ek het op
die spoorwegtrokke, wat in ʼn spesiale rangeerwerf te De Aar oorgestaan het, gekonsentreer.
Ons het die trokke snags onder observasie gehou. Een oggend om ongeveer drie uur het die
speurders twee persone, met iets in hulle hande, uit ʼn trok gesien spring. Die twee het toe na
ʼn motor gehardloop en daarmee weggejaag. Die speurders was nie in staat om hulle te vang
nie, maar hulle kon net die motor, ʼn VW stasiewa beskryf, maar kon nie die registrasie
nommer daarvan gesien het nie. Ek was uitgeroep om die saak te ondersoek.
In die aanklagtekantoor het sersant Geldenhuys my meegedeel dat die buurman wat agter
hom gebly het, met ʼn soortgelyke voertuig gery het. Die leidraad was opgevolg en die
eienaar van die VW was toe opgespoor. Hy was ondervra waarop hy alles erken het. Ek het
sy huis deursoek en op verskeie gesteelde goedere beslag gelê. Van die goedere was in die
vuurherd in die sitkamer en agter ʼn yskas versteek, die res was op verskillende plekke in
die huis versteek. Die tweede beskuldigdes was by ‘n ander adres met soortgelyke items
gearresteer. Hulle was ook in besit van ʼn arm dagga.
In sulke gevalle was die verdagte voorlopig vir die besit van vermoedelike gesteelde
goedere aangekla en die saak was dan vir ʼn geruime tyd uitgestel sodat ʼn volledige
ondersoek gedoen kon word om vas te stel of dit goedere was wat deur die
S.A.Vervoerdienste vervoer was. Die speurders te Windhoek kon geen aanknopings vir my
maak nie en ek het toe, met die toestemming van die Bevelvoerende Offisier, per trein na
Windhoek gereis waar ek ses aanknopings gedoen het, d.w.s ses aanklagte van diefstal wat
teen die beskuldigdes ingebring was. Hulle was aangekla en op al ses klagte skuldig bevind
en gevonnis. {TOP}
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GSG 9
Luit- kol- André Horak: Tweede bevelvoerder
In die laat sewentiger jare, toe vliegtuigskakings wêreldwyd begin toeneem het, het
luitenant kolonel André Horak in 1979 opdrag gekry om die moontlikheid te ondersoek om
opleiding wat in die buite-land beskikbaar was, vir die S.A.Spoorwegpolisie te bekom.
Gedurende 1979 was hy die Posbevelvoerder te Jan Smuts-lughawe en derhalwe
verantwoordelik vir Lugdiensveiligheid. Kaptein Heino van Lufthansa het ʼn
Lugdiensveiligheid seminaar in Johannesburg aangebied. Na afloop van die seminaar het
kolonel Horak hom meegedeel dat die Veiligheidsmagte in Suid Afrika nie oor die vermoë
en toerusting beskik het om vliegtuigskakings te kon afweer of hanteer nie. Hy het toe
onderneem om die saak verder te voer sodra hy weer terug in Duitsland was. Kolonel Horak
het op uitnodiging van kaptein Heino na Frankfurt gereis vanwaar hulle na die GSG9
eenheid in Cologne gevlieg het. Aanvanklik was daar teenkanting van die Bevelvoerder,
kolonel Blette, om die S.A.Spoorwegpolisie in die verband by te staan. Na ʼn ete saam met
kolonel Horak het hy tog ingestem om behulpsaam te wees. Hy het ʼn lys van toerusting
gegee wat hulle sou benodig. Daar was egter twee uitdruklike voorwaardes alvorens die
lede na Duitsland kon reis. Eerstens het die GSG9 geen verantwoordelikheid vir enige
beserings wat tydens die opleiding opgedoen mag word, aanvaar nie, en tweedens moes die
lede wat die kursus bywoon, eers ʼn elementêre kursus in Duits gevolg het. Dit was die
tydperk toe daar sanksies teen Suid Afrika was en lede van Suid Afrika sou nie tot die
kursus toegelaat geword het nie. Kolonel Horak en luitenant Phillip Schutte was genomineer
om ʼn drie weke lange kursus gedurende Augustus 1980 by die GSG9 eenheid te gaan
bywoon. Hulle was op die kursus as lede van die Belgiese polisie voorgestel. Die opleiding
het hoofsaaklik op die ontsetting by vliegtuigskakings en gyselaarsonderhandelinge
gekonsentreer. Na afloop van die kursus het generaal Visagie kolonel Horak na Duitsland
vergesel waar die nodige toerusting aangekoop was. Die opleiding wat in Israel en
Duitsland ontvang was, was gekombineer en vir Suid Afrikaanse omstandighede aangepas.
Johan Lotriet: Vierde bevelvoerder
Ek en sersant Louis Botha het ʼn kursus in St. Augustin, Bonn, Duitsland gedurende die
tydperk 13/10/1983 tot 4/12/1983 by die GSG9 eenheid deurloop. As gevolg van die politieke
situasie wat in Suid Afrika geheers het, het ons onder dekking as lede van die Australiese
Spesmagte die kursus bygewoon. Almal binne die GSG9, insluitende die Minister van
Interne aangeleenthede, was daarvan bewus dat ons inderwaarheid Suid Afrikaners was.
Ons was by die opleidingsvleuel ingedeel en het die kursus saam met die ander Duitse
studente deurloop. Die Bevelvoerder van die opleidingsvleuel was Uwe Dee en is
gedurende 2005 aan maagkanker oorlede. Uwe Dee het ook die 10-jarige bestaan van die
Spesiale Taakmag op 24/10/1985 te Esselenpark bygewoon. By hierdie geleentheid het ons 'n
vertoning gelewer om aan hom te toon wat die opleiding in Duitsland vir ons beteken het.
As 'n blyk van waardering het ons gereël dat hy met sy gesin met die Bloutrein vanaf
85
Johannesburg na Kaapstad reis. Die GSG9 was gedurende daardie tydperk as die
Universiteit van Stedelike Oorlogvoering gereken en was baie gewild onder Spesmagte soos
die SAS en SBS (Brittanje), Delta Force (VSA), GIGN (Frankryk) en GEO (Spanje), om slegs ʼn
paar te noem. Die rede daarvoor kon gevind word in hulle innoverende denke, hul tegniese
en taktiese benadering tot gyselaarsituasies, die ultra moderne toerusting waaroor hulle
beskik het asook die beste menslike hulpbronne om van te kies. Die opleiding het die
volgende behels:
Infrastrukture
Tydens hierdie module was die volgende vakke aangebied : Geskiedenis en ontstaan van die
GSG9. (München insident –Olimpiese spele waar atlete van die Israeliese atletiekspan
vermoor was). Die wetlike aspekte met betrekking tot binnelandse en buitelandse
aanwending, die rol en funksie van die GSG9 binne die ander militêre en paramilitêre
strukture en die organisasie en strukture van die eenheid.
Skerpskutteropleiding
Het die volgende behels:
Algemene beginsels en aanwending van die gevegspan.
Kennis van die wapens en toerusting (PSG1 – Skerpskutter geweer).
Skiettegnieke en studiegevalle.
Skietoefeninge onder verskillende toestande.
Observasie en massadigtheid, strukture en optrede
Die beginsel van massadigtheid en strukture.
Nabootsing van die effek wanneer skote tussen die massas ingevuur word.
Gyselaar onderhandeling
Ontlonting van die menslike bom.
Keuring en opleiding van lede.
Onderhandelingstegnieke en -beginsels.
Psigiese oorsaak teenoor ʼn psigopaat.
Die Stockholm-sindroom.
Die Williamsburg-studiegeval.
Die organisasie, samestelling en rol van die onderhandelingspan en elke lid binne die
span.
Die profiel van die terroris of aanvaller.
Vliegtuigoperasies
Beginsels en doktrine van toepassing by vliegtuig ontsetting. Tegniese data van elke
soort vliegtuig met betrekking tot die hoeveelheid deure, deur meganisme, hoogte,
hys bakke, toegangsroetes anders dan die deure, ens.
Span samestelling, bewapening en tegniese toerusting (lere, skokgranate, ligte, ens).
Verskillende tipe vliegtuie (B737; B707; B727; DC 10 A; A300 Airbus; B747).
Studiegevalle soos: Entebbe, LH 181 Mogadisjoe, ens.
86
Treinoperasies
Studiegevalle en lesse geleer.
Klassifikasie van rytuie en kompartement uitleg.
Tegniese en taktiese oorwegings.
Bus operasies
Studiegevalle en lesse geleer.
Klassifikasie van busse.
Tegniese aspekte met betrekking tot vensters, deurmeganismes, plasing van toilette,
reikafstand, ens.
Penetrasie en deursoeking.
Vaartuigoperasies
Studiegevalle en lesse geleer.
Klassifikasie van vaartuie.
Tegniese aspekte met betrekking tot die vensters, deure, plasing van toilette en ander
kompartemente
Geboue operasies
Studiegevalle en lesse geleer.
Beginsels en doktrine van toepassing.
Verskillende penetrasie tegnieke.
Verskillende metodes van beweging.
Tegniese en taktiese oorwegings.
Span samestelling en die keuse van wapentuig en toerusting.
Skietkuns en skietoefeninge
Aanwending van ʼn wye verskeidenheid van vuurwapens, (pistool HK P7, sub-
masjiengewere MP5, gewere G3, skerpskuttersgewere PSG, haelgewere) om net ʼn
paar te noem.
Verskillende tipe skiet tabelle is ontwikkel om binne die binnemuurse skietbaan te
oefen. Dit het gewissel van statiese- tot bewegende tekens.
Kleiduif skiet was ook ʼn baie gewilde skietoefening.
Beperkings van verskillende vuurwapens en die aanwending daarvan.
Verskillende tipe ammunisie en die aanwending daarvan
Samestelling van individuele en groepe wapentuig
Padblokkades
Noodsaaklikheid en aanwending van padblokkades.
Tipes padblokkades en toerusting benodig.
BBP-beskerming
Studiegevalle en lesse geleer
Beginsels en doktrine
Klassifikasie van aanvallers
Formasies en keuse van wapentuig en ander toerusting
Beweging by trappe, hysbakke, deure, ens.
87
Beskerming by: Statiese punte (toesprake, winkels) beweging, voertuie
Taktiese Helikopteraanwending
Rol en aanwending van die verskillende soorte helikopters (BO 105, SA-330 Puma,
Bell UH-1D)
Taktiese oorwegings van die verskillende metodes: Touwerk, en snel troepering.
Tegniese Aspekte
Rol en aanwending van die verskillende lere (vliegtuie, busse, geboue, treine, ens).
Visiere en nagsig vir die verskillende vuurwapens.
Aanwending van knaldempers en die beperkings.
Keuse van ammunisie vir verskillende aanwendings.
Die gebruik en aanwending van die laser afstandmeters.
Gebruik van snel inbraaktegnieke (hout H-raam gevul met knallont of bladspring
stof om deure mee oop te blaas).
Taktiese touwerk
Rol en aanwending van touwerk by, geboue, helikopters, kranse.
Aanwending en gebruik van die toerusting (tou, dalingsapparate, harnasse).
Tydelike spesiale taakmag eenheid
Die tydperk wat die spesiale taakmag op ʼn tydelike basis funksioneer het, was die
aanvanklike basis in ʼn tydelike kantoor aan die noordelike kant van die atletiekbaan te
Esselenpark. Die fasiliteite was regtig swak en onvoldoende. Ek het my beywer om
permanente kantore te bekom en na vele onderhandelinge het ons gedurende 1984 die
kantore by die Kemptonpark stasie bekom. Dit was naby die lughawe geleë waar ons op die
verskillende vliegtuie geoefen het met genoegsame parkering vir die Casspirs en ander
voertuie. Dié fasiliteite het 'n lesingkamer vir teoretiese toepassings, ʼn konferensiesaal vir
beplanning, twee administratiewe kantore, gimnasium en 'n kroeg ingesluit. Hierdie
fasiliteite was voldoende totdat die spesiale taakmag gedurende 1985 'n permanente entiteit
geword het. Die ou nie-blanke Kollege te Esselenpark het beskikbaar geraak en ons basis het
daarheen verhuis. Hierdie fasiliteit het aan al ons vereistes voldoen: Dit was afgesonder, het
oor ʼn paradegrond, voldoende kantore, store, sindikaatkamers, kombuis, eetsaal, helikopter
landingsones, genoegsame parkering, skietbaan en gimnasium beskik.
1 Maart 1985 - Permanentewording
Met die toenemende spesialisasie en die onvoldoende tyd om twee keer per maand
opleiding te doen, het ek 'n voorlegging via brigadier GZ Erlank aan die Kommissaris,
generaal JH Visagie, gerig vir die permanente totstandkoming van die Spesiale Taakmag.
Hierdie voorlegging was goedgekeur met ingang van 1 Maart 1985. Die strukture het
bestaan uit die Bevelvoerder, 2IB, RSM, Administratiewe personeel bestaande uit finansies
en administratief, twee operasionele eenhede, elk met sy eie beeldelement, skerpskutters
eenheid en 'n mediese komponent bestaande uit twee Spesmag geneeshere. Die totale
sterkte van die eenheid was ongeveer 55 lede. Hierdie het tot gevolg gehad dat formele
doktrine, handleidings en kursusse soortgelyk aan dié van die GSG9 saamgestel en
aangebied was. {TOP}
88
Opleiding by ander instansies.
1 Verkenningsregiment - Durban - Myself, Hein Crocker en Bertram Buchler het die eerste
Spesmagte stedelike kursus vanaf 17 Februarie 1986 tot 27 Maart 1986 deurloop. Daarna het
ons wedersyds kennis en kursusse uitgeruil. Ek het ook die beginsel van die sneltou tegniek,
wat ons by die GSG9 geleer het, binne die Suid Afrikaanse konteks bekend gestel. Dit het
behels dat ek saam met die S.A. Lugmag (17 en 19 Eskader) en die opleidingsvleuel van I
Verkennings Regiment, prosedures moes opstel wat toe vir operasionele en opleiding
doeleindes goedgekeur was. Alhoewel die meeste mense aanvanklik skepties was, is dit
steeds 'n tegniek wat baie wyd in Suid Afrika aangewend word.
SA Vloot : Simonstad
Die voorvereiste om met S.A. Lugmag helikopters oor water en die see te kon werk, was om
die dompelingskursus te Simonstad Vlootbasis twee keer per jaar te deurloop. Dit het behels
dat ons met 'n C130 vanaf Waterkloof na Ysterplaat gevlieg was en daar oornag het. Die
volgende dag was ons na Simonstad Vlootbasis afgevoer, waar ons dan simulasies ingeoefen
het van 'n helikopter wat in die water val. Dit het behels dat jy binne 'n staalkonstruksie met
twee sitplekke, wat 'n helikopter voorstel, vasgegespe word. Die konstruksie word dan
onder die water ingetrek waar dit 180 grade draai. Die studente moes dan die gespes
losmaak en na die oppervlakte swem. Na die oefening het die studente vis by 'n stalletjie te
Vishoek gekoop vir die braai die aand. Hierdie was altyd een van die hoogtepunte van die
jaar.
Demonstrasie en voorligting
Gesamentlike Stafkursus (SAW) - Tydens elke Gesamentlike Staf Kursus het ons 'n inset oor
die rol en taak van die S.A. Spoorwegpolisie se Spesiale Taakmag, met betrekking tot die
kaping van SAW vliegtuie en vaartuie, gelewer. Direktief 6 van 1980 het betrekking gehad.
Nasionale Intelligensiediens
Voorligting en demonstrasies gelewer vir BBP beskermers, met betrekking tot geprakseerde
toestelle, identifikasie en ontruimingsdril.
Skole
Gereeld by skole 'n simulasie gelewer oor bus ontsettings en die aanwending van
helikopters.
Besoekers uit die Buiteland
Gereelde demonstrasies was vir besoekers van die Buiteland en die Generale Staf, asook
gaste van die Suid Afrikaanse Spoorwegpolisie van Suid-Korea en die VSA, gegee.
SA Lugdiens
Kajuitbemanning: Ek en André Olivier het deurlopend vir die kajuitbemanning voorligting
en opleiding verskaf oor die identifikasie van vuurwapens en geprakseerde ploftoestelle
89
asook die effek van die Stockholm Sindroom tydens 'n kapingsituasie.(On August 23rd 1973,
two machine-gun carrying criminals entered a bank in Stockholm, Sweden. Blasting their guns, one
prison escapee, named Jan-Erik Olsson, announced to the terrified bank employees: “The party has
just begun!” The two bank robbers held four hostages, three women and one man, for the next 131
hours. The hostages were strapped with dynamite and held in a bank vault until finally rescued on
August 28th. After their rescue, the hostages exhibited a shocking attitude considering they were
threatened, abused, and feared for their lives for over five days. In their media interviews, it was clear
that they supported their captors and actually feared law enforcement personnel who came to their
rescue. The hostages had begun to feel that the captors were actually protecting them from the police.
One woman later became engaged to one of the criminals and another developed a legal defence fund
to aid in their criminal defence fees. Clearly, the hostages had “bonded” emotionally with their
captors. While the psychological condition in hostage situations became known as “Stockholm
Syndrome” due to the publicity, the emotional “bonding” with captors was a familiar story in
psychology.)
Vlugbemanning
Ek en André Olivier het ook deurlopend soortgelyke voorligting aan die vlugbemanning
verskaf asook die gevare van, en die ontwyksdril wat tydens die aanwending van 'n SAM7
grond tot lug missiel op die vliegtuig toegepas moet word.
Ontwikkeling van die Bom skakeloosstellingskursus – brig Frans van Eeden
Na afloop van die kursus wat deur die S.A. Polisie se kolonel Frans van Eeden en majoor
Paul van Heerden te Esselenpark aangebied was, het ek en Herman Buckingham gepraat
oor die gebrek aan die praktiese evaluering en die potensiële gevare wat dit inhou. Die
eksamens was teoreties en het die praktiese vaardighede nie regtig getoets nie (SA Weermag
doktrine - 30% teorie en 70% prakties het dus nie gegeld nie). Ek en Herman het toe 'n
kurrikulum, soortgelyk aan die van die S.A. Polisie, saamgestel maar die praktiese
evaluering bygewerk. Ons het brigadier Erlank daarvan oortuig dat ons, in samewerking
met die S.A. Polisie, voortaan ons eie bomskadeloosstelling kursusse sou aanbied. Hierdie
kursus was mettertyd aangepas en verander na onderskeidelik die EOD en IOD kursusse.
Net voor die amalgamasie met die SA Polisie het die hoof van hul springstofopleiding ons
praktiese evaluering tydens 'n kursus te Esselenpark bygewoon en kopieë van die kursus
evalueringsvorm geneem. Hulle was baie beïndruk daarmee en het aangedui dat hulle 'n
soortgelyke praktiese evaluerings fase sou aanbring. Is nie seker of dit wel gebeur het nie.
Gesamentlike SALM - SAV - SA Spoorwegpolisie oefening Durban: 1984
Na aanleiding van die goedgekeurde prosedures deur die S.A. Lugmag en 1 Verkennings
Regiment vir die gebruik van die H-raam wat aan die binnekant van die Puma helikopter
aangebring word, en waaraan die “sneltoue” geheg word, asook die aanwending van die
sneltou tegniek vir die doel, het ons magtiging van die S.A. Vloot en S.A. Lugmag
Hoofkwartiere verkry om 'n praktiese oefening op 'n beweging vaartuig in Durban uit te
voer. Die oefening het behels dat 'n aanvalsvaartuig van die S.A. Vloot teen ongeveer 20-30
90
knope net buite die hawe te Durban moes vaar, wat dan die teiken sou wees. Twee Puma
helikopters, elke met vyftien lede van die Spesiale taakmag aan boord, sou dan op die
bewegende aanvalsvaartuig vanuit die bewegende Puma helikopters neergelaat word. Die
een oefening het gewone touwerk met harnasse en figuur 8 dalingstoerusting behels terwyl
die tweede oefening die “sneltou” tegniek behels het. Hier was die dalingspoed met die
hande op die tou beheer en geen ander hegtingstoerusting was ter sprake nie. Dit was baie
vinniger en die voordeel het daarin gelê dat die operateur onmiddellik paraat en gereed was
vir aksie. Tydens die voorligtingsessie aan die S.A. Vloot en die S.A. Lugmag was lede van 1
Verkennings Regiment teenwoordig en baie skepties oor die tegnieke. Tot op daardie
stadium was daar nog geen geval aangeteken waar die sneltou tegniek op 'n bewegende
vaartuig in die oop see aangewend was nie. Lede van 1 Verkennings Regiment het ons egter
met verkykers dopgehou en ons na die oefening gelukgewens met die poging. Hierdie
tegniek word nou wêreldwyd aangewend.
Gyselaar Onderhandelingsvermoë
Suid-Afrika het tot en met 1984 nie oor 'n formele gyselaarsonderhandelaarsvermoë en
doktrine beskik nie. Navrae na die Suid-Afrikaanse Polisie, S.A. Lugdiens, S.A. Spoorweë,
Nasionale Intelligensie diens en die S.A. Weermag het telkemale negatiewe reaksie uitgelok.
Gedurende 1984 het ek met kolonel Venter en majoor Jansen van die Militêre psigologiese
instituut naby Irene kontak gemaak oor die moontlikheid om so 'n vermoë tot stand te
bring. Ons het toe, in samewerking met kolonel Wouter Basson, kliniese sielkundiges van
Spesmagte en die Militêre psigologiese instituut 'n werkswinkel gehou waar die raamwerk
vir 'n kort-, medium- en langtermyn onderhandelingsvermoë gekweek was. Generaal Earp,
Hoof van die S.A. Lugmag, en generaal Knobble, Hoof van die Geneeskundige dienste, van
die S.A. Weermag het die werkswinkel bygewoon. Generaal Knobble het R 250,000 net daar
bewillig om 'n houer wat binne 'n C130 kon pas te ontwikkel as 'n mobiele bevelspos en wat
toegerus was met kommunikasie middele vir gebruik tydens gyselaaronderhandelinge. Die
eerste vliegtuigkaping waar kort-, medium-, en langtermyn gyselaaronderhandelinge
gesimuleer en geoefen was, het gedurende 1985 plaasgevind.
Vliegtuigkaping simulasie : S.A. Lugmag : Waterkloof na Durban Lughawe
Opleiding het normaalweg die tegniese en taktiese aspekte van 'n vliegtuigkaping behels.
Die totale integrasie van alle aspekte van so 'n beplanning en uitvoering was baie beperk as
gevolg van die logistieke en finansiële aspekte daaraan verbonde. Die eerste langafstand
vliegtuigkaping simulasie, kompleet, het tussen Waterkloof Lugmagbasis en Durban se
Louis Botha-lughawe plaasgevind na aanleiding van 'n voorlegging aan en goedkeuring
deur die S.A. Lugmag. Vir die doel van die oefening was twee C130 vliegtuie gebruik. Die
een het die “gekaapte vliegtuig" voorgestel terwyl die tweede C130 gebruik was om lede
van die spesiale taakmag en hulle toerusting na die lughawe, waar die "gekaapte vliegtuig"
sou land, te vervoer. Hierdie oefening het alle aspekte van die beplanning,
uitroepprosedures, ontplooiing, gyselaaronderhandeling, en ontsetting van die "gekaapte
91
vliegtuig" behels. Die oefening was 'n reuse sukses en het die vertoue bevestig dat indien 'n
vliegtuigkaping sou plaasgevind, die eenheid paraat en toegerus was om die situasie te kon
hanteer. {TOP}
Spesiale Operasies
Komati Verdrag: 1983 : Tussen Mosambiek en Suid-Afrika
Die spesiale taakmag was primêr vir die beskerming van president Samora Marcel van
Mosambiek en president PW Botha van Suid Afrika verantwoordelik tydens die
ondertekening van die Komati-verdrag in die niemandsland gedeelte tussen Suid Afrika en
Mosambiek. Die beskermingsdienste het die beskerming van die Wit trein, die rytuig waarin
die ondertekening plaasgevind het, die busse wat passasiers vanaf die lughawe by
Komatipoort na die terrein vervoer het, die patrollering van die spoorlyn na en van die
terrein, asook die onmiddellike omgewing waar die plegtigheid plaasgevind het,
waargeneem. Ek was by die ingang van die rytuig wat direk langs die rytuig was waarin die
Presidente die verdrag onderteken het, en nadat hulle die saluut na die ondertekening
beantwoord het
Oopstel van die spoorlyn tussen Swaziland en Suid-Afrika: 1985
Die spesiale taakmag was getaak om die beskerming van die openingsplegtigheid tussen
Swaziland en Suid-Afrika iewers in die bosse, te behartig. Dit was 'n gesamentlike operasie
tussen die spesiale taakmag en die S.A. Lugmag as gevolg van die ontoeganklike terrein en
die gebrek aan observasie punte. Die S.A. Lugmag was primêr verantwoordelik vir
lugdekking, kommunikasie herleistasie en afvoer van ongevalle, indien nodig, en die
ontplooiing van die operateurs. Luitenant Mike Fryer, van die S.A. Polisie, se spesiale
taakmag, het ook die voorligting net voor die ontplooiing bygewoon.
Padblokkades : Swazilandgrens : 1983 - 1985
Die spesiale taakmag was gereeld op die roetes vanaf Swaziland na Suid-Afrika ontplooi
met die bekamping van terrorisme in gedagte. Die eenheid het oor 'n karavaan beskik wat
vir die doel aangewend was. Casspir voertuie was as vroeë waarskuwing en stoppergroepe
gebruik waar nodig.
Dankie – Ronnie!
“Do as I say – don’t
do what I do!”
A SAPS “PSS
Railway Police
Tshwane” vehicle –
parked somewhat
“illegally” at the
Pretoria Railway
Station.
92
1939 Pietermaritzburg {TOP}
SAR Pietermaritzburg
SAR Catenaries
93
Philately SAR Locomotives
1983 Special First Day Cover and Post Cards – Oom Gert Olivier
16E
94
S2
15F
95
6H
South African Class 16E 4-6-2– Andre Kritzinger
From Wikipedia, the free encyclopaedia.
South African Class 16E 4-6-2
{TOP}
96
858 at Vetrivier, 5 November 1979
Power type Steam
Designer South African Railways
Builder Henschel & Son
Serial number 22583-22588[1]
Model Class 16E
Build date 1935
Total production 6
Configuration 4-6-2 “Pacific”
Gauge 3 ft 6 in (1,067 mm) Cape gauge
Leading wheel diameter 34 in (864 mm)
Driver diameter 72 in (1,830 mm)
Trailing wheel diameter 34 in (864 mm)
Wheelbase 33 ft 7 in (10.236 m) engine
63 ft 5.1875 in (19.334 m) total
Length 71 ft 8.1875 in (21.849 m) total
Height 13 ft (3.962 m)
Axle load
20.65 long tons (20.98 t)
on 2nd driver
Weight on drivers 59.4 long tons (60.4 t)
Locomotive weight 97.75 long tons (99.32 t)
Locomotive and tender
combined weight 192,500 lb (87.3 t) empty
Tender type JT (JT, JV permitted)
Fuel type Coal
Boiler 6 ft 2.25 in (1.886 m) int dia
19 ft 0.5 in (5.804 m) int length
Boiler pressure 210 psi (1,450 kPa)
Fire grate area 63 sq ft (5.853 m2)
Heating surface: Tubes
136 tubes 2.5 in (63.5 mm) dia
36 tubes 5.5 in (140 mm) dia
2,682 sq ft (249.166 m2)
Heating surface: Flues 26 sq ft (2.415 m2)
Heating surface: Firebox 206 sq ft (19.138 m2)
Heating surface: Total 2,914 sq ft (270.719 m2)
Superheater area 592 sq ft (54.999 m2)
Cylinders Two
Cylinder size 24 in (610 mm) bore
97
28 in (711 mm) stroke
Valve gear RC Poppet
Tractive effort
At 75% boiler pressure:
35,280 lbf (156.933 kN)[2]
Career South African Railways
Class Class 16E
Number in class 6
Number 854–859
Delivered 1935
First run 1935
Withdrawn 1972[3]
Disposition Retired
Type JT Tender
Build date 1935-1944
Bogies 6 ft 2 in (1.880 m) wheelbase
Wheel diameter 34 in (864 mm)
Wheelbase 20 ft 5 in (6.223 m)
Length 30 ft 9.0625 in (9.374 m)
Axle load
16.19 long tons (16.450 t) front
17.15 long tons (17.425 t) rear
Tender weight 66,416 lb (30.126 t) empty
69.4 long tons (70.5 t) w/o
Fuel capacity 14 long tons (14 t)
Water capacity 6,000 imp gal (27,000 l)
In 1935 the South African Railways (SAR), later renamed Spoornet and then Transnet
Freight Rail (TFR), placed six Class 16E 4-6-2 Pacific locomotives in passenger train service.[2]
Manufacturer
The Class 16E 4-6-2 locomotive was designed by Allan G. Watson, the Chief Mechanical
Engineer (CME) of the South African Railways (SAR) from 1929 to 1936, and built by
Henschel & Son in Kassel, Germany.[4]
With their 72 inches (1,830 millimetres) diameter driving wheels the Class 16E was
considered to be the most remarkable Cape gauge express passenger locomotive ever built.
The drivers were the largest ever used on any less than 4 feet 8.5 inches (1,440 millimetres)
98
standard gauge locomotive, and it had an all-up weight and tractive effort equal to or
exceeding most Pacifics outside North America. It used rotary cam poppet valve gear,
driven by outside rotary shafts, which resulted in extremely free-running characteristics. It
also boasted the largest fire grate on any Pacific outside North America.[1][3]
At 9 feet 3 inches (2.819 metres) above rail level, their boiler centre-line was the highest-
pitched on the SAR. Because of this and the limitations of the loading gauge, it was
impossible to install a normal dome and its place was taken by an inspection man-hole.
Steam was collected through numerous small feeder pipes fixed into two collector pipes,
which were arranged as high as possible above the water surface. The collector pipes then
joined together to form a main steam pipe, 7 inches (178 millimetres) in diameter, which led
to the superheater header and multiple valve regulator, situated in the smokebox.[1]
Watson Standard boilers
The Class 16E was delivered with a Watson Standard no. 3A boiler, one of the range of a
standard boiler type designed by Watson as part of his standardisation policy. It was also
equipped with the altered cab with the sloping front design that, like the Watson Standard
boiler, was to become standard on later SAR steam locomotive classes. Many serving
locomotives were reboilered with these Watson Standard boilers and new locomotives that
were acquired in the Watson era and later were built with such boilers. An obvious visual
identifying feature of a Watson Standard boilered locomotive is usually a rectangular
regulator cover just to the rear of the chimney.[2]
Service
Number plate, SAR 857
The Class 16E Pacific’s were placed in service at Kimberley Loco and regularly worked
trains like the Union Express (that became the Blue Train after World War II) and the Union
Limited both south to Beaufort West and north to Johannesburg. They were never stationed
at Braamfontein Loco in Johannesburg, but were serviced there in the process of working
between Kimberley and Johannesburg. [5]
They proved to be very successful, efficient and economical in service. When the original
wooden bodied coaches of the Union Express were replaced with steel bodied air
conditioned coaches in 1939, the Class 16E was considered to be inadequate to the task and
was relocated to Bloemfontein in the Free State.[1][4][5]
From here they hauled regular passenger trains, including the Orange Express, working
both north and south as well as across to Kimberley. When air conditioned lounge cars were
99
added to trains like the Orange Express and Trans-Karoo, they were again considered as not
powerful enough for the additional load, and eventually withdrawn from service in 1972.[4][5]
Preservation
Two locomotives survive and are still relatively intact. Number 858 (“Betty”) is stored in the
open at Beaconsfield, Kimberley, while 857 is in storage at Bloemfontein, parked under
cover at the loco depot.[6]
Commemoration
NBL built 2954
A 20c postage stamp depicting a Class 16E locomotive was one of a set of four
commemorative postage stamps that were issued by the South African Post Office on 27
April 1983, to commemorate the steam locomotives of South Africa that were rapidly being
withdrawn from service at the time. The artwork and stamp design was by the noted stamp
designer and artist Hein Botha.[7]
The particular locomotive depicted is Class 16E 858. The outline of a traditional SAR
locomotive number plate was used as a commemorative cancellation for De Aar on the date
of release.[7]
Gallery
Class 16E locomotives were equipped with smoke deflectors in later years. The main picture
shows Class 16E 858 without smoke deflectors.
SAR Class 16E 858 with smoke deflectors at
100
SAR Class 16E 857 with smoke deflectors at
Thaba Nchu, Free State, 4 July 1999
Beaconsfield, Kimberley, 3 July 1999
See also
South African Class 16 4-6-2
South African Class 16A 4-6-2
South African Class 16B 4-6-2
South African Class 16C 4-6-2
South African Class 16D 4-6-2
South African Class 16DA 4-6-2
Tender locomotive numbering and classification
Watson Standard boilers
The 4-6-2 “Pacific”
List of South African locomotive classes
References
1. ^ a b c d Steam Locomotives of the South African Railways, vol 2: 1910-1955, (D.F.
Holland, 1972), p71-72, ISBN 0 7153 5427 2
2. ^ a b c South African Railways and Harbours Locomotive Diagram Book, 2’0” & 3’6”
Gauge Steam Locomotives, 15 August 1941, pp21 & 21A, as amended
3. ^ a b Twilight of South African Steam (A E Durrant, 1989), p96, ISBN 0 7153 8638 7
4. ^ a b c Locomotives of the South African Railways (Leith Paxton & David Bourne,
1985), p10-11 & 67-68, ISBN 0 86977 211 2
5. ^ a b c Information supplied by Les Pivnic, retired Assistant Curator, South African
Railway Museum
6. ^ Railways of Southern Africa Locomotive Guide, 2002 Edition, (Compiled by John
N. Middleton), p17, as amended by Combined Amendment List 4, January 2009
7. ^ a b Philatelic Bulletin 176, issued by Philatelic Services and INTERSAPA, 1983
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Photo - HBH
1939 Railway Related Books for Railwaymen
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Packmule or workhorse? B-5 52-191-680 HBH {TOP}
1911 System Office Staff - Kimberley
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1939 Kimberley
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1909 Kearnsey Light Railway {TOP}
Railway Personalities
Obituary – Driver AH Liddle
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Mr Peter Radtke
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Mr TH Watermeyer – GM SAR
SAR Van Reenen (HBH)
107
1939 SAR Station Staff Bethlehem
Upington’s plinthed Locomotive
(photo – HBH)
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Sir William Hoy
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Col HM Greene, Minister of Railways & Harbours, Natal Government
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1909 NGR Mishap at Sterkspruit 231¼ Miles (Apparently between Van Reenen and
Swinburne.)
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NGR 209
1939 News from SWA – also see new SAA service between Windhoek & Rand
112
Mr OR Spyker – System Engineer
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Oceanic disruptions
SAR Class 1A no 1298
Photo - HBH
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Some Locomotive photographs
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Carlos’ Junction: This time an old photograph of Cape Town’s old station:
SAR Class H 243
Photo - HBH
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Wepeners’ Perambulations
Bloemhof
The Wepeners took the road on 11 July 2011 and this is what they report and saw:
Hi guys,
Got the Trans Karoo at Bloemhof today - about 7 hours late...Have a look at the skid marks!!
Cheers. Jacque.
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120
Odendaalsrus
Shunting at Hennenman
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Moth
usi nr
Welk
om
Boskuil
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Daalder
Filler: SAR Police Flag
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Eersteling
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Leeudoringstad
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Sheltam – Virginia
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Makwassie
Ancona Rooiblom
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Road Trains Australia
Road trains loading cattle at Helen Springs Station, north of Tennant Creek NT.
This is a recent email sent regarding the cattle trains at Helen Springs Station, Australia:
There are interesting statistics.
· There are 17 trucks with 3 trailers and 2 decks per trailer;
· Therefore there are 102 decks of cattle
there would be approximately 28 cattle per deck;
· This totals 2,856 head of cattle
· The cattle will weigh approximately 500kg
· The sale price for cattle at Longreach is approx. 165c/kg
· Each animal will therefore be sold at $825.
· Total revenue from this analysis is $2,356,200
· Another interesting fact:
Each trailer has 24 tyres plus a dolly with 8 tyres
Each vehicle therefore has 62 tyres (not including spares)
For the 72 trucks there are 4,464 tyres on the road.
18E’s at Lidgetton Rudi Venter
More Vriende, Aangeheg is foto's wat ek laas week geneem het van 18e's terwyl ek vir aflos
gewag het te Lidgetton...Hennie sal jy dit in jou spoorwegnuusbrief plaas, asb? Groete,
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Rudi.
Cover picture also by Rudi – Thank you!
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Anglo Boer War - Block House & Bridge Terry Rowe
Hi Hennie
I trust you are well.
I have attached two photo's I took about 7 years ago on a visits to the Cape along with my ex
Company Commander ( London Regiment) we a did a round trip from Cape Town, staying
a Matjesfontein, up to Beaufort West then back via Price Albert over the Swartberg Pass into
George then back to Cape calling in at Mossel Bay and Hermanus, along the road
somewhere between Laingsburg and Beaufort West we came across the ‘Blockhouse and
Bridge’ ( attached photo) the Blockhouse was in good condition and look as if it had been
restored at some time. It would interesting to see if any of your readers have any more
information on this ‘Block House’.
Now a little request for myself, I’m in the process of building to building my 7mm scale
model based on the Hopefield Branch and I’m planning to have a SAR Policeman in one of
my scenes, I have a ’bobby’ that I plan to convert but I need some info on the uniforms of the
1960’s for a sergeant if you help it would be great.
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All the best Brigadier, Sir.
Regards
Terry
PS
I also attached a photo of my last parade, the Late Queen Mums 100th Birthday Parade; I
was OC Cadet Company; The London Scottish (A. Coy.) The London Regiment. As an ex
SAI boy I was allowed to where my SA medals as we were back in the Commonwealth. On
the Cap Badge of the London Scottish we have South Africa our first Battle Honour.
Dear Terry, Jolly good show! I am proud to see our medals in London on parade! ( I
always say that medals and/or ribbons is the uniform man’s version of a CV) I have
placed a few SAR Police uniforms in this issue. A British Bobby could easily be
transformed into a SAR Policeman. Even during the 1960’s the SARP wore khaki and
helmets. In their ceremonial black uniforms they wore white helmets – the SA Police
in the 1940’s and 1950 also wore black (Foot branch) but only W/O’s and officers
wore white helmets – Sergeants and Constable wore black helmets like Bobby’s. I am
sure one of our readers could state where the bridge and block house is exactly!
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Leading from the front ….
A proud Terry Rowe, leading his platoon in London. Note the RSA –medals.
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Marius Avenant - Stellenbosch
Marius is a former Railway Policeman and sent this photograph of the Dining Car plinthed
at Kalk Bay Station. Marius is also interested in Tugs.
Marius writes: “Ek sal wanneer ek weer daar rond is probeer om fotos van die eetwa te kry.
Dit sit op die platform van Kalkbaai stasie, maar daar was heelwat mense wat gesit en eet
het gister. Buite skoolvakansie behoort dit stiller te wees. Dis een van die klassieke ou waens
met die balkonnetjie aan beide ente, met pragtige houtwerk binne.”
Oom Les Pivnic on the Ganger or Ploegbaas
Hi Hennie, The post or grade of "Ploegbaas" actually fell away completely with mechanised
perway maintenance. Those quaint "Ganger's Cottages" also became deserted as the staff
were withdrawn.
Each Ploegbaas had a section of 10 miles to maintain and of course the rivalry between
adjoining sections led to very high maintenance levels - even the edge stones of the ballast
were carefully aligned with wooden planks to give the track that beautiful neat finish!
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I am old enough to recall riding on main line track maintained by those chaps - it was like
riding on glass!! You just heard the song of the wheels over the rail-joints and yes, even on
the old 40ft rails in the Karoo!
Regards
Oom Les
C-10 – No 32010 “Joseph”
Dear Hennie and List
"Joseph" was a type C-36 (needs to be confirmed - I can't access my diagram books) 1st class
main line saloon.
A decision was taken to improve the level of comfort in 1st class saloons and to this end, it
was decided to fit out a test coach - each compartment having a different finish including
some with a wood veneer and the corridor floor was carpeted etc. The saloon was given a
bright orange livery with a thin green stripe to immediately distinguish it from the regular
coaching stock.
Joseph was included in the consists of the Trans Natal and Trans Karoo over a test period.
Passengers booked into this saloon were asked to complete a questionnaire as to what they
thought about the new finishes.
However, before any decisions could be arrived at as a result of the test trips, passenger
services went into decline. Air travel and private cars were having a negative effect on
passenger train occupancies.
In any event, Joseph's schemes never got off the ground - the saloon was returned
to standard finish when she next went into Shops.
So we came close - very close - to seeing upgraded finishes in our 1st class main line saloons
but not close enough!
I made a model of Joseph many years ago by kit-bashing a Lima TK coach. I have photos of
my Joseph but they are not scanned onto my computer.
Regards
Oom Les
Hi Les, Hennie and all
My info shows Joseph as a C-10, no. 32010, that's one of the longer, later variants of the
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classic 1st class mainline saloon.
Regards
Geoff Pethick
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A “Boereraat” or a Burn Remedy - Paul Els our Military Correspondent
Impressive! Why did we never hear of this before??!! I've always just run it under the cold
water tap.
A woman's experience with burns…. Some time ago I was cooking some corn and stuck my
fork in the boiling water to see if the corn was ready. I missed and my hand went into the
boiling water.... A friend of mine, who was a Vietnam vet, came into the house, just as I was
screaming, and asked me if I had some plain old flour... I pulled out a bag and he stuck my
hand in it. He told me to keep my hand in the flour for 10 minutes which I did. He said that
in Vietnam, there was a guy on fire and in their panic, they threw a bag of flour all over him
to put the fire out...Well, it not only put the fire out, but he never even had a blister!!!!
... Long story short, I put my hand in the bag of flour for 10 minutes, pulled it out and did
not even have a red mark or a blister and absolutely NO PAIN. Now, I keep a bag of flour
in the fridge and every time I burn myself. *Cold flour feels even better than room
temperature flour.
I use the flour and have never ONCE had I ever had even a red spot/burn mark, or a blister!
I even burnt my tongue once, put the flour on it for about 10 minutes ... the pain was gone
and no burn.
Try it . . . Experience a miracle! Keep a bag of flour in your fridge and you will be happy you
did!
BTW, don't run your burn area under cold water first, just put it directly into the flour for 10
minutes.
Not tested by me yet!
Benguela Railway - Anton van Schalkwyk
Hallo Hennie, Dankie vir daardie pragtige verslag oor Boon asook die foto’s! Dis werklik
pragtig, ek het sommer ook die boek bestel!
Hopelik sal ek later vanjaar foto’s en inligting kan stuur oor die Benguela Spoorlyn.
Groete, Anton van Schalkwyk
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Oom Les’ Green “Studebaker”
Copyright: Les Pivnic
Mr Les Pivnic shared this beautiful photograph with members of SAR-List and the
following correspondence followed:
Dear Oom Les, This picture brings back many memories! During the 1950's in Durban these
green "Studebakers" were often seen along the Victoria Embankment and at the Congella
shunting yards - from old Umbilo Station towards Durban City. The green ES is just lovely!
SALUTE, HENNIE.
Ah Hennie! So you also knew that the class ES were known as "Studebakers"!
To those folk who may be puzzled by this - the American Studebaker car company brought
out a coupé that had a particularly long bonnet and the class ES with its two long bonnets
quickly acquired the nickname - Studebaker.
Regards
Oom Les
Hi Bob
Although the class ES was largely confined to service in Natal in the earlier years, members
of the class eventually became quite common working on the Western Transvaal System
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(Witwatersrand) in later years. The photo shows one of them shunting at Langlaagte, west
of Johannesburg. Regards, Oom Les.
Oom Les, Hennie and All
I must say although I understand change why change when something is just right. The
green used on locos at that time was 'classic' and made the locos look almost regal. I never
saw them run it that colour other than the 4E (can't remember its number) at ERS Salt River
when it was restored and painted green.
Thanks to this list we can at least view and see them at their best, the loco's that is.
Terry Rowe
Hi Terry
Ja, scanning at 600 should be OK - let’s hope that the fundis can help?
I also liked the green livery on electric locos - the class 3E in its prime with polished brass
window frames looked absolutely superb!
Regards, Oom Les
EPCC’s Baldwin @ Brecon Mountain - Rly Terry Rowe
Hennie, All of these I took at the BMR, the Works Spec and Works photo where framed and
on the wall. Terry
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139
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Boon Boonzaaier
Bruno Martin – Australia
Hennie, I'm deeply saddened to learn of Boon's passing away, please convey my
condolences to Boon's family - we were in regular correspondence when I worked on the
maps for his book "Tracks across the Veld". Bruno Martin, Victoria Point, Queensland,
Australia.
Dave Fortune
I never met BOON but I have his amazing book and when I re- read it I will offer a silent
prayer for this wonderful mans soul that it may rest in peace eternally. He
deserves it. Dave.
Les & Sandy Smith
Hi Hennie, Please pass on our sincerest condolences to Boon's family. Kind regards, Les &
Sandy Smith.
Louis Lubbe – George Railway Museum
Louis took the following pictures
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143
JP Strydom writes:
Naand Oom Hennie, Ek het hierdie artikel van jou baie geniet. Jy is besig om groot
geskiedenis te maak. Ek het by die Spoorwegpolisie in Johannesburg in Desember 1972
aangesluit en was in 1973 saam met die eerste groep Spoorwegpolisie Dames op basiese
opleiding in Esselenpark.
Specie rytuie 4096, 4097, 4012 & 4013
Na my opleiding is ek terug Johannesburgstasie toe en as Konstabel en later Ondersersant
het ek baie spesie begeleidings gedoen. Ons het die land vol gereis om goud en geld te
vervoer. Die twee spesie trokke wat huidig by Gold Reef City geparkeer staan (trok
nommers 4096 en 4097) (ek dink hulle staan nog steeds daar - ek is nie seker nie) was die
nuwerwetse trokke en ek het duisende kilometers in hulle deurgebring. Daar was ook 'n
ouer weergawes gewees - ek dink die nommers was 4012 en 4013. Ek kan nie meer die ander
nommers onthou. Daar was altesaam vyf spesie waens gewees.
Spoorwegpolisie Taakmag
In 1975 het ek 'n stigterslid van die Spoorwegpolisie Taakmag geword. Ek was op die
tweede kursus in Oudtshoorn. In Februarie 1976 is ek na Walvisbaai verplaas en was die
enigste permanente Spoorwegpolisie Taakmag lid in Suidwes-Afrika. Ander Taakmag lede
het van tyd tot daar kom dienste doen.
Treinbedryfkursus, Kobus & Chris
Ek was ook lid van die eerste spoorwegpolisie groep wat 'n treinbedryfkursus in
Esselenpark voltooi het om "Kobus" en "Chris" te kon ry. Nadat die twee pantserkarre by die
Spoowegwerksplaas in Langlaagte voltooi was, het ons hulle in Langlaagte se strate en in
die rangeerwerf getoets."Kobus" is op 'n "lowbed" gelaai en per trein na Suidwes-Afrika
vervoer. Met sy aankoms in Windhoek was ek daar om hom af te laai en in gebruik te plaas.
Ek was die permanente drywer van "Kobus" in Suidwes van sy aankoms totdat hy eindelik
voor die Windhoek stasie as monument gestaan maak is. Nadat "Kobus" 'n museum stuk
geword het, het ons oorgeskakel na die "Funkie" motortrollies. Alhoewel die trollies
gepantser was, was hulle nie mynbestand nie en was hulle baie beweeglik vir hulle groote
en gewig gewees. Hulle was aangedryf deur 'n twee liter Ford enjin met 'n outomatiese
ratkas.
Funkey
Ek het met "Kobus" en die Funkie trollies 'n "ticket" gehad vanaf Keetmanshoop in die Suide
tot Tsumeb en Grootfontein in die Noorde, Gobabis in die Ooste en Outje en Walvisbaai in
die Weste.
Ek kon ry net soos ek wou en wanneer ek wou, natuurlik binne die voorskrifte van die
treinbedryf regulasies en die algemene en plaaslike aanhangsels. Dit was 'n voorreg wat
geen ander treindrywer in Suidwes gehad het nie, alhoewel ons dieselfde kwalifikasies
gehad het.
144
Ek het baie ure van swaarkry, sweet, meganiese probleme en wat nog, en natuurlik ook
goeie tye met "Kobus" in die trajek deurgebring. Ek het in my 17 jaar in Suidwes meer tyd in
die veld deurgebring as wat ek tyd by die huis deurgebring het.
Ek het baie nou saamgewerk met die SAP en later Swapol. Ek het in 1991 die 2IB van
Walvisbaai geword en is in 1992 na die Kollege vir gevorderde opleiding in die Paarl as
Kaptein verplaas, waar ek met die opleiding van kandidaat offisiere betrokke geraak het.
In 1980 was ek saam met Eugene De Kock op springstofkursus in Pretoria. Ons was die
enigste twee van Suidwes. Eugene is op die kursus tot Luitenant bevorder. Iets wat nogal
opmerklik was is dat hy op die springstof kursus bevorder is en nie na voltooiing van die
KO Kursus nie. Niemand het ooit iets daaroor te sê gehad nie.
As jy 'n storie het waarvoor jy meer inligting of bevestiging soek, miskien kan ek help. My
ondervinding in Suidwes loop wyd.
Baie groete en dankie dat jy ons weer in die tyd terug neem.
JP Strydom.
Baie dankie – stuur asb vir ons foto’s van jouself op die “spore”! – HBH
South African Railways Magazine Jan 1940 p 147
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The Market Place
Open Day – Atlantic Rail
146
Dream Trains
Tuesday, 12 July 2011
New on the website
Latest Mehano shipment arrived recently. Included a few sound equipped locomotives as well as
DCC equipped locomotives. The big hole "Lima" coupler fitting into the Kadee box is now
available at last. A few log wagons also in stock as well as stake cars. All stock will be on the
website within the next 5 days. Various freight car loads now in stock ranging from rusted steel
pipe loads to glass wool rolls. A German and a (new) South African suppliers' products will
appear. All loads are handmade and NO RESIN was used in the process. Should be on the
website within the next 5 days. DT disco passenger coaches (hand built) with flashing LED lights
(no circuit board) that requires 12V DC are available. Ideal attraction for that small space on your
layout. A few modelers may have noticed them on DT tables at swap meets already.
SARM
SARM products will be available by the end of July as we are awaiting bogeys from Frateschi.
Products now in the market are the Blue Train, Transkaroo, Shosholoza Meyl and the Premiere
Class. Some of SARM's freight rolling stock also in stock. All coaches are available separately.
FRATESCHI
The newest Frateschi shipment is expected towards the end of July. Included in this shipment the
ever popular orange class 34 Spoornet locomotives and the SAR tankers and gondolas. The class
31 SAR shunting locomotive will be in stock again. Both pantographs are also on their way and
20’ containers as well.
The SAR converters will be glad to know that the shipment will also contain the 10 wheeler and
Consolidation steam locomotives that can be converted to SAR steam.
Class 34 (U20C) powered chassis will also be available as well as the ever popular class 31 (G12)
powered chassis that fits the Lima 5E and the Life Like 6E chassis. The previous class 35 (G22U)
powered chassis (short, six axle) will also be available. Last but not the least: All building kit stock
will be replenished again. A new tunnel portal will be released as well while the previous portal
is discontinued.
UNKNOWN...
Expect a big surprise release from DT in August of 2011 with a product that has not been on the
market for many years.
INDEMITY / VRYWARING
Die Ulolwe bevat die uiteenlopende en diverse persoonlike menings van verskillende
korrespondente en die opsteller van Die Ulolwe kan nie vir enige deel van die inhoud
daarvan in sy persoonlike hoedanigheid verantwoordelik gehou word nie.
147
The Ulolwe contains various and sundry personal opinions from different correspondents
and the compiler of The Ulolwe cannot be held responsible for any of their comments.
Good Bye! ……. [See you on Rovos Rail next time!]
Please respect the copyright of our contributors. As far as I am concerned use my
photographs and articles by giving recognition to The Ulolwe.
Next issue next month, … if we have enough material!
And to our Transnet friends: “Please take care!”
Hennie Heymans
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