Ulolwe Vol 2 Issue 7

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 heymanshb@gmail.com July 2011

Photo: Rudi Venter Patron - Les Pivnic - Beskermheer

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For your reading pleasure, each of the “Contents/Inhoud” is linked. Just “Click” and away you go! At the end of each article is a icon {TOP} , click and you will return here

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 OnderhandelingsvermoÍ ......................................................................................... 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 6

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 ÂŁ71,600. 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 12

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 longdistance trains. There are fifty-seven dining-cars, as well as about thirty-five twin diningcars 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 13

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 spoorweĂŤ 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 14

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.

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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 16

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.

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"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.

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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.

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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.

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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

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Germiston 1939: An extract from 1:50,000 map 2628AA, 1939, edition 2

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1937 Map with General Manager’s Report

Enlargement

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SAR-ATLAS-M4-East-Wits

Ref1-Witwatersrand-1925

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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 路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.

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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.

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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 28

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 29

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 hadalways 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 30

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 31

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, dĂŠcolletĂŠ 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 32

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 ÂŁ90,000 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}

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The Pay Train

1938 SAA November Statistics

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1938 SAA Germiston

Note the neat uniformed SAA technicians!

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“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?

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1939 South African Airways: Junkers ZS-AFB & ZS-AGG

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1939 Industrial Locomotives: North British Loco: Crown Mines No 6

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1939: 19D built by Skoda

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1939 19C built by Borsig

Dome-less 19C

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1939 Henschel and Ash Bros

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1939 Vickers Armstrong Cammell / Vickers & Metropolitan Carriage

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1939 Pyle Headlights

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1939 SKF Axle Boxes for Class 23 Henschel

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1939 Pneumatic Tools

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Old Pretoria Roundhouse?

1939 Engine 2355 at Vryheid East

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1939 Timken Bearings – Beyer Peacock Garatts

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1939 Port of Lourenco Marques

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What time do the trains travel from Maputo to Pretoria & Johannesburg?

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1939 Rhodesian Railways: Victoria Falls Hotel

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1939 SAR Tourist Bureau

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1939 Sea trips

1939 Kenya & Uganda Railways & Harbours

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1939 Texaco for SAR Motor Transport

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1939 SAR Correspondence Courses

1939 SAR Houses Randfontein

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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.

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Servamus October 1986 Our Police Family even bigger – Sgt Johan Parreira

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Harbour protection

(Lady in SAP Uniform is Lt Denise Benson)

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Aircraft security & Maj LT Haasbroek - Lourierkrans

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“Our Generals“ – Lt Gen JH Visagie

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An historic overview of the SAR Police – Capt M de W Dippenaar (SAP)

Const De Kocks

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Lt-Col AA Cilliers

Maj JN Klopper

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Uniforms 1952

1946

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Water Police & Dog Squad

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Airport and Aircraft Security

SARP Special Task Force

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SAR Police – Lady Officer in the late SARP uniform

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SARP Training and Band

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Permission – Servamus: Annalise Kempen

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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

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Servamus November 1986 – A new era

Gen Johan Coetzee (SAP), Minister Hendrik Schoeman and Lt Gen Hannes Visagie (SARP)

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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 66

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.

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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.

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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

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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.

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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 70

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 71

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 Smutslughawe 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.

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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.

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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.

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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.

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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 75

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 76

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.

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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 77

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 78

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 79

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-ennegentig 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 80

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 81

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 82

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}

83

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 84

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.

85

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, submasjiengewere 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.

86



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.

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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 AndrĂŠ Olivier het deurlopend vir die kajuitbemanning voorligting en opleiding verskaf oor die identifikasie van vuurwapens en geprakseerde ploftoestelle 88

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 89

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 90

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.

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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

Railway

“PSS Police

Tshwane” vehicle – parked somewhat “illegally” at the Pretoria

Railway

Station.

91

1939 Pietermaritzburg

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SAR Pietermaritzburg

SAR Catenaries

92

Philately SAR Locomotives 1983 Special First Day Cover and Post Cards – Oom Gert Olivier

16E

93

S2

15F 94

6H

South African Class 16E 4-6-2– Andre Kritzinger From Wikipedia, the free encyclopaedia.

South African Class 16E 4-6-2

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95

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 192,500 lb (87.3 t) empty combined weight 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 96

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

Fuel capacity

66,416 lb (30.126 t) empty 69.4 long tons (70.5 t) w/o 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) 97

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 highestpitched 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 98

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 99

SAR Class 16E 857 with smoke deflectors at Beaconsfield, Kimberley, 3 July 1999 Thaba Nchu, Free State, 4 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 {TOP}

100

Photo - HBH 1939 Railway Related Books for Railwaymen

101

Packmule or workhorse? B-5 52-191-680 HBH

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1911 System Office Staff - Kimberley

102

1939 Kimberley

103

1909 Kearnsey Light Railway

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Railway Personalities Obituary – Driver AH Liddle

104

Mr Peter Radtke

105

Mr TH Watermeyer – GM SAR

SAR Van Reenen (HBH)

106

1939 SAR Station Staff Bethlehem

Upington’s plinthed Locomotive

(photo – HBH)

107

Sir William Hoy

108

Col HM Greene, Minister of Railways & Harbours, Natal Government

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1909 NGR Mishap at Sterkspruit 231Âź Miles (Apparently between Van Reenen and Swinburne.)

110

NGR 209

1939 News from SWA – also see new SAA service between Windhoek & Rand

111

Mr OR Spyker – System Engineer

112

Oceanic disruptions

SAR Class 1A no 1298

Photo - HBH

113

Some Locomotive photographs

114

Carlos’ Junction: This time an old photograph of Cape Town’s old station:

SAR Class H 243

Photo - HBH

115

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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.

116

117

118

119

Odendaalsrus

Shunting at Hennenman

120

Moth usi nr Welk om

Boskuil

121

Daalder

Filler: SAR Police Flag

122

Eersteling

123

Leeudoringstad

124

Sheltam – Virginia

125

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, 127

Rudi. 

Cover picture also by Rudi – Thank you!

128

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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.

129

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!

130

Leading from the front ….

A proud Terry Rowe, leading his platoon in London. Note the RSA –medals. {TOP} 131

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 133

classic 1st class mainline saloon.

Regards Geoff Pethick {TOP} 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 135

(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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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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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.

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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

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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.

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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 heymanshb@gmail.com {TOP}

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