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Die Stemme van ons Gewete
Om te (kan) vergewe, is ’n goeie eienskap; om te vergeet, ’n swak eienskap. Vergeetagtigheid as gevolg van ’n siekte behoef geen verdere debat nie, maar vergeetagtigheid omdat jy dit so verkies of te lui is om te onthou, is onverskoonbaar. Myns insiens is die Suid-Afrikaners ’n uiters vergewensgesinde, maar terselfdertyd ook ’n vergeetagtige nasie. Dit is verder algemeen bekend dat hulle nie vreeslik lief is vir lees nie en as hulle wel lees, lees die meerderheid van hulle nie wyd genoeg nie of bloot oppervlakkig. Gaan praat maar met uitgewers, skrywers en bibliotekarisse.
As mens die kommentaar op sosiale media gaan lees sal jy agterkom hoe oppervlakkig die gemiddelde Suid-Afrikaner lees. Nuusblaaie plaas daagliks die hoofopskrifte van hul gedrukte uitgawes op sosiale media met ’n skakel na die betrokke berig in hul elektroniese uitgawes. In die meeste gevalle sal mens nie die volledige berig kan lees nie omdat jy nie ’n intekenaar van die betrokke publikasie is nie. Dit verhoed egter nie die meerderheid van die kommentators om, sonder om die berig te gaan lees, uitgesproke te wees nie. Haatspraak is gewoonlik aan die orde van die dag. Veral as dit ’n swart persoon is wat van die een en ander beskuldig word maar nog nie in ’n geregshof skuldig bevind is nie, sal sommige wit mense histeries ongeletterde uitsprake maak. Die ander kant is natuurlik ook waar maar hierdie skryfsel gaan nie oor wie die hardste skree en geraas maak nie.
Vry onlangs het daar ’n voorbladberig in die Sondagkoerant, Rapport verskyn wat beweer dat sekere ministers uit die apartheid-era hulle besig gehou het met pedofilie. Ek wil nie op die berig uitbrei nie, want dit is daar om te lees en intussen het ander koerante ook op die wa geklim en berigte met dieselfde strekking geplaas. Die Rapport het ook ’n uittreksel geplaas van die boek, The Lost Boys of Bird Island/Die Seuns van Bird Island. Die skrywers is die oud-joernalis, Chris Steyn en oud-speurder, Mark Minnie*. Die voorwoord is geskryf deur Marianne Thamm, ’n gerekende skrywer en joernalis. Behalwe om skok onthullings te maak (vir die oningeligte) het hulle myns insiens ook daarmee probeer om getuies na vore te laat kom; om uiteindelik dieper te gaan krap. Om die waarheid uiteindelik te laat seëvier en om geregtigheid te laat geskied aan die slagoffers en hul familie.
Onmiddellik na hierdie berigte het die sosiale media ontplof! Hoe durf hulle (die skrywers)?! ’n Pot stront! Hoekom nou (eers)? Nog ’n manier om die wit man te laat skuldig voel. Sensasiesoekend. Ander sou mos daarvan geweet het. Hoekom is dit nooit onder die Polisie se aandag gebring nie?, was van die reaksies. Reaksies, wat hoofsaaklik van wit mense gekom het – sonder dat die meerderheid van hulle die Rapport of die boek onder oë gehad het. Ek wil my verstout deur te sê dat as die ‘aangeklaagdes’ swart was, hulle in hierdie stadium reeds skuldig bevind sou gewees het deur daardie einste groep. Bewyse daarvan is oral te vind op die sosiale media.
Meeste van hierdie geraasmakers ken nie die skrywers nie, weet nie van hulle bestaan nie en het (dalk gerieflikheidshalwe) vergeet van die koerantberigte van destyds of nooit die boeke wat oor hierdie onderwerp geskryf is, gelees nie. Sommige was dalk ook nog nie gebore toe die aanvanklike berigte daaroor verskyn het nie – hulle word in ’n mate verskoon.
Vir Mark Minnie ken ek nie, maar ek weet dat hy die speurder was wat vir Dave Allen, ’n intieme vriend van wyle oud-minster John Wiley, in hegtenis geneem het op aanklagte van seksuele misdrywe met minderjarige seuns. Twee dae daarna is hy dood gevind op die strand. Oënskynlik selfdood (dit was ook die amptelike bevinding). Allen sou ook voor sy dood aan Minnie gesê het dat Wiley net so skuldig aan seksuele misdrywe met minderjariges is as wat hy was. Minnie het dit ook destyds aan Die Burger bekend gemaak. Maar terwyl Minnie met die ondersoek teen Allen besig was, was hy op vele vlakke ontmoedig om met die ondersoek voort te gaan, trouens hy was deur die senior staatsaanklaer gevra om die ondersoek te staak. Die dossier was uit sy kantoor verwyder en later was hy ook deur die veiligheidspolisie ondervra oor die aard van sy ondersoek. Vier dae na die dood van Allen word Wiley op 29 Maart 1987 ook dood gevind. In sy kamer, met ’n skietwond deur sy kop. Hoewel daar baie onbeantwoorde vrae is rondom die omstandighede van sy dood was die amptelike bevinding dat hy selfdood gepleeg het.
Vir Chris Steyn ken ek deur die lees van haar berigte in die Cape Times en ander nuusblaaie. Ook het ek haar boek, Publish and be Damned, wat in 2006 verskyn het, gelees. Hoofstuk 9, getiteld Sex and death in the cabinet, het ek meer as een keer gelees. Daarin vertel sy van haar deeglike ondersoekwerk in die Wiley-sage. Die verbintenis met Allen en Bird Island en hoe sy ’n uitgebreide berig vir haar koerant voorberei en voorgelê het. Uiteindelik het slegs ’n afgewaterde weergawe daarvan in die koerant verskyn.
Chris Steyn is een van die laaste ware ondersoekende joernaliste van hierdie land, een wie se integriteit heeltemal bo verdenking is. Selfs die veroordeelde moordenaar, Clive Derby-Lewis, het, toe hy ingevolge artikel 29 van die Veiligheidswetgewing aangehou was aan niemand anders kon dink aan wie hy sy aandadigheid aan die moord op Chris Hani, bekend wou maak nie. Tydens Derby-Lewis se amnestie verhoor en in kruisondervraging deur adv. Bizos, laat hy hom soos volg uit: Bizos: But why did you trust miss Steyn to keep this secret of yours when you realised that she could put two and two together and you must have had some respect for the police handwriting expert. Why did you take this chance unless you trusted her that she would keep your secret? Derby-Lewis: Mr. Chairman, I identified her as one of the few journalists who exist, whose ethics and integrity are more important than anything else.
Toe sy oor apartheidsvergrype berig het en probeer berig het, is sy gedreig met selfs die dood. In ’n stadium moes sy na die buiteland vlug omdat sy geweier het om haar bronne bekend te maak. Baie van haar ondersoekwerk is bloot afgemaak as ’n klomp bewerings maar jare later tydens die sittings van die Waarheids- en-versoeningskommissie was dit erken deur hoë polisie offisiere ensovoorts. Baie mense sal nie eens meer onthou nie dat dit sy was wat verantwoordelik was vir die berigte oor die buite-egtelike verhouding van Allan Boesak en Di Scott. En terselfdertyd die polisie se spioenering op gewone burgers op die lappe gebring het. Hiervoor was sy en haar redakteur voor die media tribunaal gedaag maar is uiteindelik gelyk gegee.
’n Ander uitstekende ondersoekende joernalis, Jani Allan, skryf in 2015 in die Daily Maverick onder andere soos volg:
I had become friends with Geoffrey Allen [broer van Dave Allen], a fine reporter but an alcoholic. When drunk, Geoff would regale me with stories about who the “spooks” were in the newsroom. Geoff would ramble on about “Sister Agnes” Magnus Malan, and a place called Bird Island where naughty things went on with large fromages in the South African Defense Force and young men. He told me about the Info Scandal and Gordon Winter and Wouter Basson and General van den Bergh, and how, even you, were a spook, Mr Myburgh.
En so kan mens vir ure aangaan. Daar was nie destyds persvryheid nie. As jy die absolute waarheid wou verkondig moes jy jou wend tot die alternatiewe pers – soos byvoorbeeld die Vrye Weekblad. Daar was ander ook maar dit was die Vrye Weekblad wat die bestaan van moordbendes in die polisie onder die publiek se aandag gebring het. En aan die begin was dit juis die Afrikaanse pers wat die ergste kritiek teenoor die Vrye Weekblad geopenbaar het. Maar dit was omdat hulle die regering van die dag slaafs gedien het. Ons het ook gerieflikheidshalwe vergeet hoe die Vrye Weekblad sy deure moes sluit; die finansiële uitgawes aan die vele hofsake het sy tol geëis. Veel later moes ons by wyse van die amnestieverhore verneem dat dit wél alles die waarheid was.
Dus het hierdie hele onthulling my nie verbaas nie. Van ’n regering wat absoluut geen respek vir sy burgers gehad het nie, wat ’n groot deel van die bevolking onderdruk het met drakoniese wette, wat joernaliste gemuilband en in die tronk gestop het, mense vermoor het, kan jy enigiets verwag!
Aan die adres van diegene wat vra, hoekom nou?: Hoekom nié nou nie?! Wil julle soos die apartheidsregering van destyds vir mense kom sê wanneer hulle wat moet skryf? Jy kan oor die geskiedenis enige tyd skryf. Daarom skryf ons, 116 jaar na die afloop van die Anglo-Boereoorlog, steeds daaroor.
Aan die adres van die skrywers en joernaliste: Skryf! Skryf! Skryf!
*Sy lyk word op 14.8.2018 gevind. Oënskynlik selfdood.
Verdere leeswerk: http://www.historicalpapers.wits.ac.za/?inventory/U/collections&c=AK2883/R/8368
Chris Steyn-Barlow, Publish and be Damned – Two Decades of Scandals. 2006.
© 2018 Johann H Claassen
Posted in Geskiedenis and tagged chris steyn mark Minnie Marianne Thamm history scandals skandale wiley magnus malan bird island port elizabeth simonstad nasionale party
Robben Island Garrison Church – Poor Research leads to Poor Decisions | The Heritage Portal
Posted in Geskiedenis | Lewer kommentaar
Ontdekking en Bewaring van die VAN NIEKERK-versameling van Dokumente – ‘n Gevallestudie
Kort Geskiedenis van die Aladdin Lamp
1907 Victor Johnson stig die Western Lighting Company (moontlik ‘n afdeling van die Connecticut Trading Company)om die Duits-vervaardigde Practicus brander op die Amerikaans-vervaardigde ‘bakwerk’, te bemark. Die lampe se ‘bakwerk’ was deur die Plume & Atwood Company vervaardig.
1908 Mantle Lamp Co. word gestig in die VSA. Verkoop Practicus lampe.
1909 Model 1 word bekend gestel.
1910 Eerste twee Kanadese kantore word geopen.
1911 Eerste patent op die sakkie (mantle).
1913 Die eerste pit skoonmakers word bekend gestel
1915 Die Model 6, die eerste vloerlamp, word bekend gestel
1915 Die Model 6, vloerlamp word Aladdin se eerste elektriese lamp
1915 Model 6 wen ’n goue medalje by die wêreld tentoonstelling
1917 As gevolg van die Eerste Wêreldoorlog en die VSA se betrokkenheid, word sekere onderdele van die lampe onverkrygbaar en sekere handelaars moet hulle deure toemaak.
1917 ’n Heel nuwe ontwerp vir die Model 7 van Aladdin word bekend gestel.
1917 Eerste insekte skerm word bekendgestel.
1917-18 Gedurende hierdie jare word sekere patente uitgevaardig wat die Aladdin lamp uniek van ander lampe maak.
1918 Aladdin verkry die patent vir die nr. 6 brander en ander maatskappye moet hul produksie daarvan staak.
1919 Aladdin Industries Ltd. In Engeland word gestig
1919 Aladdin Industries gestig om vakuum bottel produkte te vervaardig.
1921 Model 10 se eerste versterkte pit word bekend gestel.
1924 Aladdin Industries Ltd Australië word gestig
1926 Lippincott Glass Company word deur Alladin oorgekoop.
1928 Aladdin se eie vervaardigde glas beskermers kom op die mark.
1928 Eerste papier skerms.
1930 Produksie van elektriese lampe begin.
1943 -1945 Gedurende dié jare word geen koper lampe vervaardig nie
1952 Die laaste vloerlamp word vervaardig.
1984 Aladdin se fabriek in Kanada sluit
Gedurende 2011 skenk Boet Saayman van Riversdale ‘n model nr. 21 aan my (sien foto hiernaas)
Onderaan die lamp se voetstuk is die volgende woorde gegraveer:
Lila Gerber gebore Claassen 29.4.1919 – 24.1.1998. Vermoor op Herbertsdale.
So goed soos sy was en mededeelsaam teenoor andere, het sy vir ‘n skynbaar honger man voedsel aangebied toe hy haar daarom gevra het. Net om agter haar die huis in te glip en haar in haar eie huis koelbloedig
Hieronder volg nog foto’s van die lamp.
Author: Marguerite Lombard
19th century housekeeping.
Journal of the Ship Recorder Bound to the Cape of Good Hope with Emigrants
The following is a transcription of the Journal held at the National Archives, Kew (Ref CO48/262). The Journal written by Mr William Williamson, Surgeon Superintendent on board the Ship Recorder during its journey from Southampton, England to Algoa Bay, South Africa from December 1845 to May 1846. It gives an amazing insight into life onboard an Emigrant Ship during this period. Comments highlighted in grey are my own to provide further understanding of the transcription.
11 Dec 1845 Embarkation/ Inspection of berths etc
Arrived on Board the Ship Recorder 630 ton register Captain SHARPE, chartered for the conveyance of Emigrants to the Cape of Good Hope, on Government bounty – Inspected the arrangements for the reception of the Emigrants; Saw them properly berthed and supplied with Tea and boiled meat and examined all the children to see that there was no infectious disease among them.
12th – Formal examination of Emigrants
Made particular examination of all the Emigrants on board, according to instruction, found them all in good health X free found all apparent disease. All under the age of 30 exhibited signs of having been vaccinated or of having had the natural pox, with the exception of 3 infants, for whom a sufficient supply of vaccine lymph would in a few days be procured from the arms of two infants, successfully vaccinated immediately before leaving their home.
Examined the hospitals and their fittings with the medicine chest and found all highly sufficient, the supply of medicine, being pish and according to the prescribed list contained in the printed regulations. Had the passengers arranged into Messes and Mess masters appointed out of the number of each.
13th Muster for Charing out
Had muster of the adult Emigrants preparatory to the Government Agents giving his clearance Certificate. 6 O’ Clock the Rev Mr CRABBE came on board with a supply of Testament and Bibles for the Emigrants, which were distributed at the charge of two pence and six pence respectively. He afterwards delivered an address to the Emigrants who were all mustered by order of Lieut. LEAN, the Government Officer, between decks. The address was suitable to the occasion of their departure from their native land. I seemed to perceive a deep impression upon all. The vessel did not haul out as intended on account of 12 emigrants more being expected to join the Ship tomorrow afternoon.
14th – 12 additional emigrants
According to instruction saw that all the passengers had washed themselves and put on clean linens. In the evening according to arrangements made last night, the Revd Mr BELL, assistant to Mr CRABB had prayers and addressed the passengers in a very impressive sermon.
15th – Clearance of the ship
The ship delayed hauling out as intended to receive 12 passengers who were expected to join the ship, by half past one o’clock train from London. 2 PM, the expected emigrants arrived and were duly inspected by the Government Officer and myself, but when the clearance of the ship was made, it was found too late to get down the river with the tide; the ship was then hove off from the pier and attached to the boy to be in readiness for the mornings tide Wind WNW.
10 AM The vessel was tugged out from the harbour and beat down as far as Rurmouth wad, Wind WNW where she dropped anchor in 4 ½ fathoms [1 fathom = 6 feet] of water with tide low, a great many ship along side at anchor also waiting for a favourable wind to get through The Needles [3 detached masses of chalk off the Isle of Wight]. Weather squally. Bar 29° 4
Yarmouth Road of Reilidington
Wind continuing all day right ahead we lay at anchor. Weather close and damp. Bar 29°2.
4pm wind changed to E N. dirty and squally. All getting on smoothly among the passengers. Had the decks holystoned [scoured with soft sandstone] and scraped in the forenoon.
Wind again WNW blowing very hard, with occasional heavy showers, very unsettled in appearance. Bar 29.2
Weeks provisions distributed
Temperature cold and dry Wind WNW until 2pm when it got N, the sky clearing up and the evening set in calm & settled, promising a favourable voyage to Plymouth tomorrow. Had the following week’s provisions, with the exception of Beef, Biscuit, Tea and coffee, which articles are to be weighed out every day or twice a week, weighed out with the assistance of the Constable and distributed to the respective Captains of the Messes.
Being the first Sunday passed on board ship had the berths neatly put up and between decks swept clean after breakfast. Saw that all the passengers had their faces washed and clean linnens on, when mustered for Divine Service and had the greatest pleasure witnessing kindness and good will with which they all attended to the instructions, in the matter. Before reading prayers I mentioned, to them the nature of the Government instruction relative to the Sunday musters, and the regular report that the Surgeon had to keep of these musters with the general behaviour and deportment of all during the service, at the same time stating the nature of the certificate they would receive at the end of the voyage, where their Sunday attendance on Divine service would be recorded, and the value that such certificates would be to them when they sought after employment – During service all behaved with the utmost decorum; the greater part joining in the responses. All were present during the reading of the service Wind NE by N but too boisterous & squally to put to sea. Bar 29° .7 at noon – 7pm Bar 29°5 wind veering to West, clear mostly. Ship along side bound for Columbia set sail at 11 am.
Again disappointed in sailing. Wind WNW until 5pm. Very stormy with cold rains. Bar 29.6 9am. At 8 pm. wind NNW Bar 29.4 clear & starry with strong gales.
Wind NNE. Very stormy with occasional sleet. Bar 29.5 Wind calmed by 9 PM.
Morning calm & beautiful. Wind N E. Had the anchor weighed by 8 AM. And set sail from Yarmouth wad with a fine breeze – parted with Pilot at half past 9am. At noon making 8 nots – 6 pm wind calmed with a serene cloudless sky. 2 ½ nots – Being Christmas Eve from a request made by a number of the Emigrants they were allowed to have a Christmas Carol on Deck which they kept up with great decorum & hilarity until 10 PM. when they retired to bed.
About 4AM a breeze sprung up from the West while we were wishing? 8 miles off Hart Point, which bore WNW the wind increased almost to a hurricane during evening and carried us about 20 miles up the channel. A good deal of sea sickness now began to make its appearance among the passengers.
Wind WSW, had the Start Point about 25 miles W and at 3 PM had it 8 miles NE by N but from want of a Pilot were obliged to heave to[change direction] & were carried to a considerable extent up the Channel by a strong wind which had veered to the West.
Still beating [sailing into the wind with repeated tacking] against almost a head wind alternate by gaining & losing, night setting in very dirty and squally looking. Wind W by S. 9 PM blowing a hurricane. Emigrants in a very bad state from sickness from the state of the weather the fore hatch was kept down which added much to their discomfort from the confinement of the air.
Sunday morning, still very stormy, between decks very bad. All the passengers with the exception of 6 or 8 were sick & unable to remove the slops which were beginning to smell very much rendering the atmosphere very unpleasant. Many of the females were getting weak & exhausted and required a liberal supply from the medical comfort store, such as sage, arrow root & some stimulants. No Sunday muster was attempted.
Off Portland Wind NE but not strong carrying us 6 nots an hour by noon it veered again to the WNW with the Hart Bearing WSW about 8 miles. The night looking thick & dirty; From the state of the Emigrants & the exhausted state of the crew it was deemed advisable to take shelter in Torbay, a Pilot having come along side, at 4 PM cast anchor in Torbay when we took advantage of the little remaining light to make between decks somewhat more comfortable, and went over all the berths, individually making what arrangements were possible for the comfort of the passengers who were already exhibiting signs of improvement. Again at 10 PM along with the Captain went carefully over all, comforting & keeping up their spirits as best we could. Bar 30°.2
Wind WNW blowing fresh, with occasional showers, found the emigrants much improved, sickness only remaining with three females, who had been unable to eat anything – by the aid of gentle restoratives, a weak negus [hot drink of port, sugar, lemon and spice] or sage or arrow root with mint. Succeeded in getting all on deck when the weather permitted. Had all the berths carefully swept out & between decks scraped & holystoned, making all sweet & clean before dinner. Now 9pm all fresh & have nearly got over the affects of their sickness & becoming quite cheerful again. Bar boat having been along side & supplied them with fresh bread & apples etc.
Still at anchor. Weather cold & stormy Wind WNW torrential rains. Bar 30°.2 .
8am wind blew so strong that is was thought safe to extend the ship’s cable to 70 fathoms. Weather dirty & cold. 9PM wind lulled & night looking clear & settled. Wind NW. Bar 30°2.
Morning calm & clear with mist hanging over Brixham and the neighbouring valleys. Wind veering NEN. By 9am anchor weighed & prepared to catch the first breeze. Passed Berry Head by half past 11 am. In company with about 45 sails which had taken shelter during the previous gales in Torbay. Passed the Start Bay within about 3 miles at 3pm. Wind light. 8pm slackened sail for fear of being carried too far by morning for reaching Plymouth.
Plymouth – Reporting myself & Receiving 44 additional passengers
Half past Seven am got a pilot on board, two miles inside the Eddystone Light House. Wind SE. Reach the Breakwater by half past 9 & cast anchor 10am in Plymouth Sound. 9PM received on board ship 44 additional passengers with fresh provisions for the night, got them all properly berthed & supplied with bedding by 8pm. Went on shore at 12 o’clock noon and reported myself to the Government Emigration Agent.
Received supplies from shore & mustered the messes along with the contractors’ agent which present the muster for Divine Service. Wind at noon NW – 10pm N.
Government Agents inspecton
Received on board 3 and ½ more Emigrants from the Depot. 12 noon Lieutenant HEINMANS came on board to inspect the arrangements of the ship and muster the Emigrants. The water closets which were leaking much were ordered to be repaired & the port holes to be overhauled; The Inspection of Emigrants took place on the Poop when there appeared 218 souls or equal to 179 ½ adults: 4 PM Mr [ left blank] from the office of the Colonial Lands and Emigration office visited the ship along with the Lieutenant HEINMANS and inspected the fittings.
Went on shore to make to make some arrangements with the contractors along with Captain SHARPE. Wind WSW.
Mr FORD, agent for the contractors came on board to make final clearance of the ship, receiving receipts for articles received for the Emigrants & passengers. And delivering to the Captain his sailing orders. The Emigrants on application to Mr FORD in regard to their pound of soft bread being too little without at sametime a supply of Potatoes. Received promise of a half pound of Biscuit in addition while in port.
All ready for sailing but wind being foul (SW) remained at anchor. 11am mustered the Emigrants on the poop preparatory to making out my list for the return to the Commissioners of Land & Emigrations: Found all on board & according to the musters provided me by the contractors. 8pm slight breezes from NE.
Sailing from Plymouth
4 am pilot came on board. Wind NE slight. Pilots opinion however was unfavourable to its continuance; Many vessels along side making ready. 7 O’clock weighed anchor and made beyond the breakwater when the boat with the contractors agent Mr FORD, was seen making to us; hove to & got on board fresh provision for three days supply. Sent on shore with Mr FORD to be posted for the Honourable Her Majesty’s Commissioner for Colonial Lands & Emigration, a statement of the number of Emigrants to my charge of which the following is a copy with the accompanying certificate:
Number of emigrants embarked on board the ship Recorder bound for the Cape of Good Hope.
Married: 39 males, 39 females 78 total
Single: 59 males, 13 females, 72 total
Totals: 98 males, 52 females, 150 total
Between 1 and 14: 29 males, 30 females, 59 total
Under 1 year: 4 males, 6 females, 10 total
Totals: 33 males, 35 females, 69 total
Total no. of Souls: 219
Or equal to 179 ½ statute adults
I certify the above mentioned to be the number of Emigrants delivered into my charge on board the Ship Recorder and that there is not apparent among them any sickness of consequence, or any infectious disorder capable of proving dangerous to the passengers:
Signed: Mr WILLIAMSON MD, Surgeon Superintendent
Plymouth Sound, 9th January 1846
12 o’clock noon wind came around to SW opposite Falmouth. Cold & dry.
Weather calm. Wind S. by 6 PM we lost sight of Lizard Point; no sickness as got among the passengers had the regulations explained to those who came on board at Plymouth.
Until 10am quite a calm, then a slight breeze started from the NE, by noon we were making 9 nots of SW by S. 8PM breeze slackened. Sunday muster full & all found clean & tidy. All were present with the exception of a few Roman Catholics who objected upon principal.
Wind SW with heavy sea; great deal of sickness among the passengers, had all possible attention paid them with the assistance of those who were well – distributed an allowance of brandy and water among the sick, sickness most severe to the females who are nursing or pregnant.
Weather to day somewhat milder. Wind still right ahead of our course. Sickness rather abating, large allowance from the medical comforts required, between decks well cleaned & holystoned, and some of the sick brought upon deck & their berths sprinkled with vinegar and cloride of lime.
Weather coarse with heaving sea & rain. Sickness increased. Several of the more delicate Females very weak requiring allowance of wine and brandy. Very close and suffocating between decks from the hatches being closed on account of rain & heavy seas washing the decks. Passed two vessels homeward bound and lost sight of all who accompanied us out of the channel.
Wind still foul SW, but calmer and feeling decidedly warmer with other indications of our approach to more southern latitude.
In the morning Wind SE in light breeze. 4pm again got to the SW position Long. 13 °
44. Lat.45 ° 11. Passed an outward bound ship but upon the opposite tack. Passengers improving, but with little appetite pot meal & sago much in demand, but from the small quantity just on board obliged to be carefull in the distribution.
Saw the deck well swept & scraped & stewed with Vinegar & cloride of lime – got all that were able mustered on deck.
Sunday. Expected those who were able to leave their berths to see that they were washed & had a change of linnens. Weather too coarse to attempt reading the service. Several females still suffering much from sickness.
Weather still very rough, wind ahead, prevented organizing the school for which we had prepared. Again deferred until milder weather.
No change in weather. All going on smoothly & becoming accustomed to motion of the ship.
Sea very rough – carried away the purpose pipe from the starboard side of the ship, for the supply of the water closet ‘tween deck; directed that the cistern should be filled regularly with buckets – had all the water closets again overhauled by the joiner and their leaking stopped – occasional seas shipped.
The first watch of last night reported that Mr PHAIR had refused to take his turn in the watch; Went to him to enquire the reason, when he insolently told me that it was not the first time he had gone out in an emigrant ship & that he knew such arrangements were not binding upon him – referred him to the Printed Regulations, which he said he cared not for. Ordered his ratio of beef to be stoped [stopped] until he should comply. 10pm still refused to comply with the regulations, and was passed over in the potation [alcohol] list. Ship caught by a severe hurricane, precede by dense blackness along the NW accompanied by heavy rains and lightening – continued for about half an hour when the wind returned to SW – In the middle of the hurricane a ship was seen right a head causing considerable alarm : Lights were shown & ship put about.
Still a good deal of sea sickness. Shipping occasional seas and prevented the females getting of Deck. Wind SW by S.
After breakfast saw the tween deck carefully scraped and holystoned – weekly stores given out. Wind still right ahead & course making NW.
Sunday – strong wind with heavy sea severe squall at 11am from the West. Weather very uncomfortable from frequent rains and spray washing overboard. Ship pitching so as to prevent the usual muster for prayers. Mr PHAIR has today stated his willingness to comply with the regulations in taking his turn in the watch & had the restriction in his rations withdrawn.
Sea still heavy from SW. Wind about NW at 10am. Ship going 5 ½ nots. 6pm wind W making 7 ½ nots. Sea getting calm.
Ship going easily 6 nots of SE by S course. No sickness among the Emigrants today; thorough cleaning under the beds. Decks scraped & holystoned, while all who were able were mustered on Deck. Weather very agreeable & decks becoming dry Long 12°33 W. Lat 42° 38.
Wind W. The Ship on the other tack today making NW. Spoke a Bark bound for Charleston from Liverpool.
Wind NW but almost a calm, forenoon making 3 nots & 8pm only 2 – weather very mild & agreeable. Bedding all carefully shaken & swept underneath.
Wind NE carrying us 4 nots, dull but mild. Completed the school arrangements, enrolling 30 pupils ‘tween decks, arranged them into classes & distributed the books among them as required. MrMcMAKROW, the teacher examined them as to the advance they had made & gave them out lessons accordingly – two of the fathest advanced were selected for monitors to assist the junior classes while the teacher was engaged with any particular class. Arrangements were also made for the teacher to devote an hour to the single men for writing and arithmetic & to the single women for writing, six of whom I found unable to sign their names. It was pleasing however to witness the anxiety all exhibited to learn & I have no doubt but that much benefit will be derived from the few lessons they will be able to obtain during the voyage.
Stores for the week given out. Decks scraped and holystoned. Wind NE making an average of 7 nots.
Muster to clean apparell before Prayers. Announced that the meeting should be held afterwards on Deck instead of ‘tween decks which was now becoming so hot & close. Wind NE 5 nots Long 34° 32. Lat 16° 2.
The day being beautifull and sunny, all all the bedding on the Larboard side of the ‘tween decks were aired upon the side of the ship and the way boat while the bottoms of the beds were removed and propperly cleaned beneath. Sighted Madeira at 11 am the highland was discovered towring above a dense belt of white clouds which skirted its base. The Island bore SW about 20 miles when first seen. We passed on the west side about 9 miles from the land at 5pm. A few houses were observed on the west coast and a white building perched high on the dark side of the mountain seemingly a Nine Tour or outlook. Wind NE going all day 5 nots.
Madeira still in sight about 30 miles to SE. All the beds & bedding in the larboard side were taken on Deck & aired & shaken. The bottom of the beds were removed & cleaned underneath.
At 10pm last night the Chief Constable Mr PURCHASE tendered a complaint to the Captain and me against the single men of the following nature. He was called from ‘tween decks to the single men’s appartment for the purpose of settling some pretended dispute between two of their number and when beneath the forehatch way he received two pale full of water over him thrown by someone station at the hatchway for the purpose. Having proceeded with the Captain & constables to the single men’s appartment for the purpose of making enquiry into the circumstances & endeavouring to discover the guilty individuals. We learned that the water had evidently originated from a prejudice they had got against PURCHASE on account of their thinking him to officious in performing the duties of his office. So far as we could learn of this matter on examination and from my own observation of their behaviour formerly to the constables I had no doubt but that their complaints were groundless arising from their own indolence and dislike to all necessary regulations, distraints. Altho the matter seemed preconceived & evidently the guilty individuals known to nearly every person in their appartment, they had arranged carefully to protect the culprits and dogedly refused to give any information upon the subject and I have even been given to understand that the severest vengeance is threatened to be inflicted upon the informer. Under these circumstances I considered it necessary to collect all the single men & to point out to them the folly and danger of such behaviour & the consequences such would bring upon them. At the same time that as all seemed perfectly to be well aware of the circumstances I should stop their rations of Beef until they should give up the guilty individuals or I deemed the punishment to be sufficient. I have also considered it necessary to make full enquiry as to the general conduct of the constable when in discharge of his duties when I am not present and find that he is both attentive & judicious and that their dislike is evidently to the office more than the officer.
The single men having expressed their sorrow for their conduct in illusing the Constable and came under promise that such shall not take place again & at the same time seem to have felt severely the want of their Beef rations. I thought it a desirable to withdraw the instruction and grant their allowance as usual. Wind SE light breezes. Lat 27 ° 59. Long 20 ° 11.
Caught an Albicore
Beautifull morning. Wind SW before noon when it got round to the N, but light very warm. Thermometer 73 ° far. Bar 30 ° 3. The Captain feels confident that we have got into the Trade Wind and that we may calculate now upon a succession of favourable weather – at 10am visited by a number of Albicore [a type of tuna] of which one was caught. It was a most beautifull specimen weighing 64lbs. Part of it was cooked for the cabin & ship’s company. It was eaten with great relish and much resembled veal cutlets altho its companions hovered around the ship for a considerable time we failed in our attempts to secure any more. Wind at 9pm NE. Course of the ship SE by S making 3 nots. Position at noon Lat 27 ° 6. Long 29 ° 30 by reckoning.
Entrance upon the NE trades
General muster of beds upon deck for airing. Under beds and ‘tween decks thoroughly scraped washed and holystoned. Wind has veered again to SW but almost a calm. 3 pm saw a very large shark and a turtle. Lat 27 ° 6. Long 20 ° 7.
Read Prayers this forenoon from front of the Poop, having the females upon the poop and men arranged below. An awning was spread over heads rendering it more suitable than ‘tween decks for such a muster. Before prayers examined into the state of their linnens etc Wind SW & light breezes, temp in cabin 74 ° Bar 30 ° 3. Saw several flying fish & a turtle – Several of the younger children seem getting rather sickly. Slight bowel complaints being rather frequent with loss of flesh & fattfullness. This is evidently from the nature of the provisions, not being suitable for their tender digestive organs which have been so customed to bread and milk. As the preserved milk is becoming rather soured. I find it necessary to prescribe it in small quantities & to be boiled along with the farinaceous articles & sage & arrow root & when given more freely it produces gripes & purging.
Larboard water closet shut up
Wind has again become NE. Ship making at the rate of 4 nots of her course. The water closet in the Larboard side has now become so offensive from leakage & part from carelessness of the passengers that I have seemed it absolutely necessary to nail it up. It was found impossible to keep them from throwing rags and other articles into the sink which produced constant laundations? This during t heat of the day caused the most disagreeable effluvia [harmful odour] that were certain to produce fever if allowed to continue. After having it well washed & scraped a liberal allowance of chloride of lime was sprinkled over the appartment & below the adjoining beds. Lat 24 ° 31. Long 20 ° 3.
Began the use of the Lime juice; The water supplied yesterday being very unpleasant to the taste, this addition it relished very much. At first I deemed it right to make the allowance only half an ounce, with the proportion of sugar, and reserve for a proportion when nearer the equator. Wind NE rather brisk making 7 ½ nots, air cool. Lat 22 ° 20.
Weather clear & warm NE. Ship going 8 ½ nots.
Breeze lighter NE.. At 3pm saw a whale (sperm) cross our stern also a great number of porpoises and Flying Fish. At 4pm an krew saw a whaler (The Chase of Brenton). Have in sight and sent a boat on board for the purpose of comparing longitude & requesting a supply of coal for smithy work and a few vegetables if one had any. Some coals & potatoes were sent on board and in return we received several Gallons of sperm oil, which we were afraid might be required ere we reach the Cape. The Chase had been out fifteen months & was but poorly fished. Lat 17 ° 11. Longitude 19 ° 42 (by the whaler 19 ° 40).
Breeze from NE by N. Ship making 6 ½ nots. Lat 15 ° 15. Long 19 ° 34. Thermometer 75 ° in the cabin. Bar 30 ° 4. Bedding on starboard side brought on deck. Numbers of Bauils & Flying Fish seen during the day.
Breeze NE by N light & steady. Lat 12 ° 32. Bedding of Larboard side shaken and amid washing scraping and holy stoning ‘tween decks and under beds.
Muster at 10am for inspection of apparel and cleanliness in general. Prayers on poop attendance general: those who refuse attendance having been ordered below. Very hot temp 78 ° in the cabin at 2 pm. Trade wind NE by N. 6 ½ nots.
Trade wind ceased at noon when it became cloudy & close – becalmed from 4 to 6 pm. Breeze rose again from NE at 7 pm. Ther 82 ° in cabin. Bar 30 ° 3. Lat 7 ° 46 n.
Slight breeze from south east but variable. Weather close & cloudy. Lat 6 ° 14 Long 21 ° Ther 83 °.
Lost the NE Trades
Greater part of day was calm with heavy hanging over the horyson [horizon]. Several peals of thunder were heard in the forenoon. By 6 pm thunder increased with vivid lightening and heavy drops of rain began to fall. Before 9pm we had several very heavy showers which forced the greater part of the emigrants down ‘tween decks producing a most suffocating heat which rendered the appartment very uncomfortable for the night – a good many preferring to sleep on deck. Lat 5 ° 7 n. Therm 84 ° Bar 30 ° 3.
Breeze very light from the East. Very close & cloudy. Several homeward bound ships within sight. At 3 pm boarder by the Bark Emilia Mullholland (Blyth) of London: bound from Mauritius; 64 days sailed. She had met with a severe storm off the Cape of Good Hope which carried off her mizzen top – supplied with a few potatoes & a Times & Spectator Newspaper. Reported to the Secretary of Colonial Lands and Emigration Commissioners the progress of the ship and the state of the Emigrants. Lat 3 ° 34 N. Long 21 ° W. Therm in 85 ° in shade. Bar 30 ° 5. The ‘tween decks had become so hot and suffocating that I got the Captain to fit up maidsails for the different Hatchways which produced a great improvement.
Dennis Quirk & other matters
Day very oppressive with light variable wind chiefly from NE. Therm 84 ° Lat 3 °
About 10 pm while the ship was putting in readiness for a threatening squall, the second mate Mr PORTER went to awake several of the Emigrants who had been asleep on the long boat where they were going to stow the sails. It seems that he met with some difficulty in arousing them and after all the others were down off the boat DENNIS QUIRK a married man from Jersey, still remained, when MrPORTER laid hold of him by the feet to awake him; A scuffle then ensued between QUIRK and the second mate, which the Captain and I who were upon the Poop having heard, went forward to enquire into. The Captain went immediately forward to the parties who were in grapples with each other – while I delayed a minute or so to obtain one of lights from the fore hatchway. I then ran to the scene of the scuffle when I found the parties separated and the Captain holding QUIRK against the spars opposite the long boat. QUIRK was shortly ordered below and the matter allowed to rest until the morrow.
Immediately after breakfast the Captain called DENNIS QUIRK upon the poop on account of last night ‘riot’ but part of what occurred was over before I was aware of the circumstance. Seeing the position of the parties when I arrived I deemed it propper to refuse taking any part in the matter before making enquiry into the affair by a fair examination of the parties who were present & saw the riot from the beginning. This examination the Captain said he would insist upon, when I proceeded to make arrangements for the examination. At 12 o’clock noon I commenced the examination before the Captain & two of the cabin passengers, one of whom acted as clerk. I shall therefore refrain from stating my opinion of the matter here but refer to the evidence of the witnesses examined & my decision which shall be kept for reference if called for afterwards. Lat 2 ° 42 N. Wind ESE light.
Entered the SE Trades – Sunday
Muster as usual on Sunday morning for examination of the apparell and person before reading of Prayers. Muster at service is both full and attentive – those who don’t attend being ordered below to prevent any levity of behaviour disturbing those who do attend. Passed a French Bark homeward bound with its sails set so as to indicate its having carried the Trade Wind with them till now. Wind SE by E. light but steady. Ship making 4 nots of a SW by S course. Lat at noon 2 ° 5 N. Temperature more bearable from the light cooling breeze. Midsails continue to opperate well ‘tween decks. Temperature in shade 85°. Bar 30° 3.
Beautifull day with steady breeze from SE by S cool and gratifull. Ship making 5 nots – noon Lat 1° N. Long 23° .
Crossed the Line this morning at 6 o’clock am at Long 23° 49 W with a steady breeze from the SE. Position of ship at noon – degrees 5 S Lat. 23° 49 W long by observation – As it has long been the practice of the Captain to check all attempts at the molestation of passengers or crew on passing the Line little notice was taken of the custom. Temperature not so oppressive from the cool light breeze & occasional drops of rain from passing clouds. Starboard bedding on deck for for air and berths washed & holystoned. I may mention here as noticed in the Medical Journal that the health of the passengers continues much more vigorous that I could have expected under such circumstances. And as we have now got beyond the regions where calms prevail producing that close suffocating air & putrid effluvia from confinement & decaying organic matter which is so apt to engender fevers etc I should hope that the voyage may be completed without any serious calamity.
Larboard side of bedding brought on Deck aired and shaken. Wind rose into a sharp squall at 7am and continued blowing briskly & steadily all day from SE by S . Ship making at an average of 7 nots. Lat 2° 26. Long 24° W.
Wind still continues steady SE by S. Ship making 7 ½ nots SW. At noon Lat 4° 55 S Long 26° 1 W. Temperature 83° on board ship feels comfortable and cool from strong and steady breeze. The maid sails continue to keep a delightfull ournent ‘tween decks and if altogether a great improvement. General health of Children again improving since leaving the region of calms. The eruptions blackening and appetites returning.
Wind still blows steadily from SE; Temperature cool and agreeable although the sky is clear & cloudless. Lat 7 ° 18 S.
Passed Equinoxical Line [Where day & night are equal length]
Breeze fresh from E.S.E. Ships course two points E. Making at an average 6 nots. The Suns Declination at noon yesterday being 8 ° 22 S. We passed over the course of this perpendicular course rays about 10 pm today at noon ships position is Lat 9 ° 11 S. Long 27 ° 28 W. The temperature was cool and gratefull – Yesterday and today all the Beds and bedding ‘tween Decks were aired & cleaned – holystoning & scraping attended to as usual. Nothing of importance recurred but all moves well.
Full muster on deck for service all clean & tidy. Wind very fresh. Ship going 8 nots of a SE by S course. Sun now perceptibly returning to the north and as further evidence of our Southerly position. We are gradually bidding adieu the Great Bear (the North Pole star having disappeared before we passed the Equator) whose Pointers fast approached the horizon. The Astraorucis and the Magellan clouds [irregular galaxies] having now supplied their position of interest in the Southern Hemisphere. Ships position at noon Lat 10 ° 59 S. Long 27 ° 9 W by observation.
Wind blowing strong & steady from SW by S. Ship going 8 ½ nots. Weather clear & balmy. Lat 13° 49 S. Long 37° 26 W.
Encountered a heavy squall this morning at 9 am which approached very suddenly from the South East accompanied with rain. Wind then continued strong and steady from SE – at noon position of ship was 16° 23 S. Lat.: 28° 11 W Long. Thermometer 82°. Bar 30° 2.
Weather squally: heavy black squalls accompanied with rain at 11 am & 6 pm. Lat 19° 32 Long 28° 32.
At 2 am sighted the Island of Trinidada bearing by compass S by W to W by 11 miles distant – by daylight had passed the Island on the West side but as the sun rose it became enveloped in thick haze so as to allow but an imperfect view of its bold and rugged butline. At noon our latitude was 21° 16 S. Long 29° 27 W. In receiving the jars Preserved meat for hospital use, one was found very putrid casing been pierced by a nail from the Cask.
The greater part of the Emigrants having used all their supply of soap I distributed out of the Medical Stores at the rate of 1 pound to each to enable them to take advantage of the rain water they collected during the late showers – Latitude 24° S. Long. 29° 57 W.
Wind becoming lighter and more easterly. Ships position at noon was Lat. 26° 33 S. Long: Holystoning and scrubbing ‘tween decks. Lime Juice distributed. In distributing the halfweekly allowance of butter to the Emigrants it was found that only two more firkins remained wich would only supply two weeks allowance; As our voyage will get under the most favourable considerations extend to three weeks. I deemed it best to divide the two remaining two firkins over three weeks, rather than that the Emigrants should go one whole week without any supply, four ounces per adult were therefore distributed instead of six their usual allowance.
Preserved Provision Jar found Putrid
Sunday muster as usual at ½ past 10 am for prayers. All were clean & tidy and the attendance continues gretly full. In distributing the preserved provisions for the day one of the jars was found quite putrid and had to be condemned. All the others examined however were good and I should trust that the decomposition in this case had arisen from it having been imperfectly sealed or from some injury it may have otherwise sustained. At 2 pm came up to the Ship Kirman Finlay from Liverpool for Bombay 64 days out. Spoke her and ? found the Longitude. Ships position at noon Lat 28° 43 S. Long 29° 8 W. Making SE by E course.
Lost the SE Trade
Weather rather squally. Wind about East. Ships course SE by E Position at noon Lat 29° 45 S. Long 26° 39 W.
At noon Susannah DUDLEY a child of seventeen months old died. It was a delicate child when it came on board having been brought up by the spoon, the mother having been unable to suckle it. I showed attn but its death the unsuitability of the diet to its weak digestive organs. Preparations were made for its enterrment in the dusk of evening, it being the wish of the parents to have it done in the quietest manner possible. The body was accordingly shrouded in callico and then put into a canvass bag along with a large quantity of gravel for the purpose of sinking it, and then lowered overboard in the usual way –
Weather very agreeable although broken by several squalls – Therm 78° Bar 30°
2. Lat 30° 41 S. Long 23° 54 N.
Weather squally accompanied with heavy showers. Convened the school again ‘tween decks, it having been found impossible to make the children attend to their instructions properly up on deck. I find several of the older children to have made considerable improvement in writing and arithmetic, but in the younger ones the improvement is less marked – among the adult pupils the progress has been much more rapid and I have no doubt many of them already, who neither could read or cipher when they came on board will before they reach their destination have become able to write & cast any little accounts that may come in their way in their business. I endeavoured to find out all those adults who were unable to write and am glad to find that the greater part of them are availing themselves of the opportunity of the teacher’s service. Lat 30° 58 S. Long 21° 32 W.
Wind during previous night having changed to the South East continued so all day accompanied with heavy rains and squalls. The ship was put under snug canvas and made a NE by N course. Several rather heavy seas shipped, but not soas to enter the ‘tween decks to any extent. Frequents visits from albatroses and Cape hens for two days. Lat 31° 21 S. Long 18° W.
South Easterly wind still blowing hard with rain – Large supply of rain water collected for washing etc.
Wind has now veered round to the South. Ship making an E by S course weather clear and dry – upper carriage of clouds from West. Ships position at noon Lat 39° 54 S. Long 14° 32 W. Weeks provisions divided to each mess to deg of Butter and Suet there are only another weeks supply.
Sunday – Muster continues regular and attentive. Wind still blows fresh from S by E. Ship making ENE course and meeting a long head swell.
Wind still foul & blows strong with a heavy sea – Until noon making ENE e when the ship was put about the other tack – Since then she makes S & by E about 6 nots an hour Lat 27° 3 of S. General disappointment among the passengers at this unfavourable weather at fretting at the state of their nearly exhausted provions.
Wind still continues foul & blows strongly with heavy rains – The captain employed as many hands as possible to fill the empty water casks with rain water to make up the loss of weight from the decrease of water & provisions – from the lightness of her cargo the ship lies over very much & hinders her progress & extension of sail course making S & by E – by noon: Lat 29 º 23’ Long 11º9’.
During night wind has veered around to the ENE allowing the ship to make her course, but blows too hard for carrying much canvas.
Blowing very strong with occasional squalls – sky clear & only slight showers Lat 30°53 Long 27° 27’ Ship continues her course.
Breeze continues steady; the ship making an average of 7 ½ nots; Weather dry and clear allowing the Emigrants and excellent opportunity for washing and drying
[Note a week is skipped in the journal. The archive internal numbering of papers indicates that no pages are missing, so either the week was not written into this journal or removed before archiving]
An particularly urgent case and distributed the remainder as speedily as required rather than keep it till it should become useless Lat 29° 10 S Long 7° 12 E.
Muster took place today as usual upon the poop for prayers – the attendance continues full – almost everyone being present with the exception of the Roman Catholic Faith. During the season of Lent the Catholics have been very regular in their meeting for prayers for which they have been allowed a sepparate appartment . At 10 o’clock pm spoke the Lady Bruce of Alloa, bound for Leith from Ceylon from her we learned that the same wind had prevailed along to the Cape. Wind still remains steady almost ahead of our course completely debarring our making to the South. Wind blow heavy causing the ship to lay over very much and make much Lee way [sidewards drift of the ship to the leeward side of her desired course], from her lightness. Ship’s position at noon Lat 29° 16 S. Long 6° 59’E.
Wind a little more westerly allowing the ship to stand SE & by S. but from variation of compass leeway & current she makes no more than E & by S course. Ship company still continue to fill up the empty water casks with salt water in order to give the ship some better hold of the water – No Sights having been obtained the ship’s position was not ascertained.
Wind still remains foul, but has become light & unsteady – Position at noon Lat 29° 49 S. Long 10° 50’ E.
April day ushered in by some innocent sport among the Emigrants which served to keep up their spirits which have been beginning to droop of late at the tedious passage & the dread of short allowance, which has been forced upon our fears if the voyage extends to another week. Wind right ahead making a WSW course Ships position at noon Lat 30° 42 S. Long 9° 26’E.
Quite a calm today until noon when the wind rose again from its old quarter – Morning thick and hazy. Temperature 78° in the Cabin. Bar 30° 2’.
This morning thick and cloudy as yesterday quite a calm – about noon the breeze arose from the West briskly – the main sails were immediately set and we go along our course with a fair wind at the rate of 6 ½ nots – quite a heat after dusk baffling and disheartening weather. Today makes 16 weeks since we sailed from Southampton at which time we naturally expected to have spent 3 or 4 weeks in South Africa by this date. Ships position at noon. Lat 32° 13 S. Long 8° 9 E.
End of Potatoes
Thorough cleaning ‘tween decks holystoning and scrubbing – The Store of Preserved Potatoes being exhausted the Captain made an allowance of the rice.
[Note more days are skipped in the journal. The archive internal numbering of papers indicates that no pages are missing, so either the week was not written into this journal or removed before archiving]
Until noon yesterday’s calm continued with a serene & beautifull sky – by noon the horizon on the races? Became overcast & showed a course bark gradually arising which foretold a westerly breeze. By 2 pm we had all sail set and were progressing about 4 nots – by 6pm it increased to 8 and left us with the cheering prospect of soon reaching our destination. Ships position a t noon Lat 35° 37 S Long 12° 47E.
Wind continued favourable . 8pm began to shorten sail with the intention of sighting land by daybreak all eagerly looking for Table Mountain being by our calculation within 50 miles of it.
By 6’o clock am sighted Table Mountain bearing S E by E. The wind lulling all sail was set again & by 8 o’clock we neared the Bay with the Lions Head and Rump arising in strong outtrue? Before us. By 12 noon we cast Anchor in Table Bay and at 2pm (our arrival having been telegraphed before we entered the Bay) we were boarded by the Harbour Master who enquired into the state of health of Emigrants & crew and entered into the usual arrangements.
Reported to the Colonial Secretary the arrival of the ship with General Statement as to the state of health etc of the Emigrants.
Mr COXHEAD, the Contractor’s Agent came on board at 5pm and made arrangements for supplying provisions for the Emigrants while in Port.
At 11 am Mr MONTAGUE, the Colonial Secretary, the Treasurer General and Collector of Customs came on board and inspected the arrangements for accommodation of the Emigrants and enquired into their behaviour and general deportment during the voyage. After which all the bounty passengers were assembled on the Poop when Mr MONTAGUE asked them if they had any grievance to complain of as to their treatment during the voyage etc to which they answered in the negative. Mr MONTAGUE then stated to them the nature of the disturbance along the Eastern frontier at the present time, which would prevent them dispatching the vessel to Algoa Bay as was intended, but that the vessel would lay in Table Bay sufficient time to allow all to obtain employment here, but at the sametime that after a stated time the ship would proceed to Algoa Bay where any would be able to go there that wished, at the sametime recommending all to remain here in the meantime if they could find employment at all suitable which he had no doubt of – Last of all he strongly cautioned all against the use of the wines or brandy which they would get so cheap in Cape Town, mentioning some instances where strangers had incautiously done themselves much injury.
After Mr MONTAGUE went on shore the bounty passengers were all formally inspected by Mr FIELD the Collector of Customs & Dr LAING – their certificates were examined & compared and the trades & qualifications of all arranged so as to be ready against the applications of Masters or employers – By 4 pm all was finished and arrangements made for the Emigrants getting on shore to look for employment & for masters to come on board to hire them.
Demand for servants gradually increasing already about one half of the adults have got employed, the nature of engagements seem to give general satisfaction – altho in no case are the high wages alluded to in the circulars obtained, still, when taken into account with their board & lodging which is generally given, I have no doubt but that they are equal to such wages in the old country.
[The 28th follows the 17th on the same page indicating that no pages are missing, but were not written.]
[In margin] Birth on 25th of female child
The ship was again cleared at the custom house and ready for sailing. Provisions being put on board for 10 days sail.
A calm beautifull morning with very slight breeze from the South East we set sail for Algoa Bay, the muster made on sailing for my report to the Collector of Customs was as follows:
Number of passengers on Board for Algoa Bay:
Married 4 males, 4 females, 8 in total
Single 13 males, 2 females, 15 in total
Totals 17 males, 16 females, 23 in total
Between 1 and 14: 1 male, 7 females, 8 total
Under 1 year: 1 female, 1 in total
Total number of souls 32.
Equal to 27 adults
Having yesterday got about 6 miles to the west of Robin Island a dead calm set in and the ship lay all the day without making further progress.
A strong South East breeze having sprung up during the night we continue beating along in sight of land but losing ground from the force of the Northerly set.
[The 5th follows the 1st on the same page indicating that no pages are missing, but were not written.]
The wind having continued to blow from the South East since 1st inst we are still in sight of Table Mountain, this morning however the wind has fallen & become variable so as to give us hopes of a favourable change
A fine Nor Wester carrying us along with stainsails At 7 nots – water quite smooth – 12 noon opposite Danger pt.
Wind still continues fair passed Cape Lagullas at 11am breeze steady temperature warm & pleasant.
Wind still blows from the nor west rather strong and getting heavy. 6pm sky became overcast and heavy rain fell until 10 o’clock.
Passed Cape St Francis at 11 am. 2pm Cape Receff 3 leagas sight ahead. Passed several vessells beating homeward by observation & account the current along the coast must have been running between 70 & 80 miles in the 24 hours – and that too at the distance of 8 Leagus from the shore.
Heaving hove to all night we found the ship within 10 miles of Cape Receiff by daylight: the wind nor west. By 1 pm we came to anchor in Algoa Bay being boarded by the Harbour Master and Medical Inspector.
Tendered my report to the Collector of Customs who arranged to come on board tomorrow to arrange as to providing accommodation for the bounty Emigrants.
On account of the stormy weather the Collector did not come on board but sent a boat for the Emigrants and their luggage. From the disturbed state of the Coast of the Colony on account of the Kaffir War the authorities have the greatest difficulty in knowing how to dispose of the Emigrants disembarked, business of all kinds being entirely suspended.
Return of Emigrants embarked & disembarked
Southampton – Port
11th December 1845 – Date of Arrival
11th December 1845 – Date of Embarkation
16th December 1845 – Date of Sailing
Plymouth – Port
4th January 1846 – Date of Arrival
4th January 1846 – Date of Embarkation of Emigrants
9th January 1846 – Date of Sailing
No ports paid into until vessel at Table Bay
Table Bay – Port
12th April 1846 – Date of Arrival
29th April 1846 – Date of Sailing
Algoa Bay – Port
May 1846 – Date of Arrival
Number of Emigrants Embarked – 150 adults, 19 children over 7, 50 children under 7, 219 in total
Death on passage – 1 child under 7 and in total
Birth on passengers deck – 2 children under 7
Total of souls on board – 150 adults, 19 children over 7, 52 children under 7, 220 in total
No. Landed at Table Bay – 127 adults, 15 children over 7, 46 children under 7
No. Landed at Algoa Bay – 23 adults, 4 children over 7, 5 children under 7
Total number landed – 150 adults, 19 children over 7, 51 children under 7, 220 in total
Death on Board Susannah DUDLEY aged 1 year and 7 months daughter of William Dudley. Died of billiary disarrangement [the rest is illegible]??? 10th March 1846
Births: Mrs Geo PURCHASE of a female child 12th March 1846
Mrs Robt. Chas REID of female child 25th April 1846.
I hereby certify the above to be a true return of the Emigrants placed into my hands on board the Ship Recorder.
Signed William WILLIAMSON
[This is a copy of the text which appeared on the now inactive http://www.genealogyworld.net.]
Die dag toe Johannesburg sy eerste polisiehoof (met ‘n goue handdruk) gefire het – nog voor hy behoorlik aangestel is!
Dinge het vinnig begin ontwikkel nadat goud aan die Witwatersrand ontdek en Johannesburg in 1886 gestig is. Heel spoedig het die behoefte aan ‘n ordentlike polisiemag en –hoof ontstaan om die moontlike wetteloosheid en lae sedelike peil wat van die Babertonse goudvelde sou oorwaai, die hoof te bied.
Veldkornet J.P. Meyer onder wie se jurisdiksie die gebied Johannesburg ressorteer het, het by die Kruger-regering om hulp gaan vra en was in hierdie opsig ondersteun deur Carl von Brandis, voorlopige mynkommissaris van Johannesburg. Laasgenoemde het aan die regering voorgestel dat daar met die intrapslag streng teenoor misdadigers opgetree moet word en dat die handhawing van wet en orde hul prioriteit moet wees.
Op 31 Augustus 1886 magtig die Uitvoerende Raad die aanstelling van hoofkonstabel John McIntosh asook agt konstabels. Dit is later uitgebrei met twee berede konstabels om te help met kleiner misdade soos plakkery en dobbelary. Dit was onvoldoende en in Februarie 1887 versoek die Delwerskomitee die regering om ‘n polisiemag op elke geproklameerde plaas daar te stel. ‘n Vêrdere ses blanke en vier gekleurde konstabels word voorsien om onder die bevel van die spesiale landdros van Johannesburg, Carl von Brandis, te funksioneer.
Die omstandighede van die goudvelde rondom Johannesburg het aansienlik verskil van dit wat op die ander goudvelde soos byvoorbeeld Barberton geheers het. Die gevoel tussen Boer en Brit was duidelik waarneembaar en die polisie moes binne ‘n redelik politiek-gelaaide klimaat hul werk verrig.
Dit het later onprakties geblyk te wees om von Brandis as hoof van die polisie te hê en die besef dat die goudvelde in en om Johannesburg permanent van aard gaan wees, het die gedagte laat ontstaan om ‘n kommandant van die polisie aan te stel. Daar is begin om die mag uit te brei tot 50 man waarvan die helfte berede sou wees.
Adriaan Johannes Gysbertus de la Rey, ook genoem ‘Groot Adriaan’, weens sy meer as twee meter gestalte, word op 22 September 1887 aangestel as Johannesburg se nuwe polisiehoof. De la Rey, ‘n neef van die bekende Koos de la Rey, het geboer op die plaas Vlakfontein, distrik Krugersdorp en was ook instrumenteel tot die stigting van die Republiek Stellaland in 1883. Hy sou onder andere ook die hoof wees van hoofkonstabel John McIntosh, ‘n baie ervare en bekwame polisieman.
In ‘Groot Adriaan’ sou die regering ‘n man hê wat onverskrokke dissipline sou handhaaf. Dié man wat “wering en afschrikking” van misdaad sou wees. Een wat vrees vir die polisiemag sou inboesem onder die delwers. Maar die regering, von Brandis en andere het nie rekening gehou met die publiek en die pers nie. Hulle het ‘n gans ander siening oor de la Rey gedeel.
De Volkstem het ‘Groot Adriaan’ se aanstelling bevraagteken en die Kaapse politikus, John X Merriman het gemeen dis ‘n belediging vir die delwersgemeenskap. Die Johannesburgers self, was baie ontevrede en het gevoel dat Kruger hulle minag. Groot onaangenaamheid het gevolg toe die inwoners dreig om die dorp se eerste verjaardag viering – wat in die vorm van ‘n deftige banket sou wees en wat deur Kruger bygewoon sou word – te ontwrig. Die protes teen die aanstelling het in intensiteit toegeneem, iets waaraan selfs von Brandis deelgeneem het maar waarvan de la Rey salig onbewus was.
Hy, de la Rey, kom in Johannesburg aan en meld hom aan by die spesiale landdros om sy opdragte te ontvang. Von Brandis en I.P Ferreira, ‘n invloedryke inwoner van Johannesburg, probeer de la Rey oortuig om die aanstelling te laat vaar maar hy laat blyk in ‘n skrywe aan Kruger dat hy slegs die Here vrees en dat hy kan reken op die steun van sy polisielede. In daardie stadium is reeds vir de la Rey se lewe gevrees en die moontlikheid van ‘n opstand was nie uitgesluit nie aangesien van die polisielede ook wou bedank.
Polisielede gedurende die ZAR-periode
Von Brandis, tesame met die Komitee vir Publieke Waaksaamheid, besluit om de la Rey sy jaarlikse salaris in kontant aan te bied as hy sou besluit om nie die pos as polisiehoof te aanvaar nie. Hulle wou hom dus omkoop om nie die pos te aanvaar nie! The Cape Argus het daarvan te hore gekom en spreek skerp kritiek daarteen uit. Tog het die koerant die delwers daarop gewys dat hulle in daardie stadium nog Britse onderdane was en nie republikeinse aanstellings kon kritiseer nie. De Volkstem het die artikel net so oorgeneem uit The Cape Argus en ook bygevoeg dat vrywillige ‘pensioen’ uiters nadelig kan wees aangesien kansvatters Kruger se guns sou probeer wen om aangestel te word en om dan net daarna vrywillig te bedank omdat die gepeupel hom kwansuis nie aanvaarbaar sou vind nie.
Carl FPJ von Brandis, eerste mynkommissaris en landdros van Johannesburg
Die regering het saam met von Brandis gestem dat daar van de la Rey ontslae geraak moes word en het die betaling aan hom gemaak nadat daar ‘n petisie met twaalf handtekeninge aan die staatspresident oorhandig is. Al die ondertekenaars, onder wie I.P. Ferreira, was dit eens dat de la Rey se teenwoordigheid die rus en orde in Johannesburg ernstig sou benadeel.
Vier dae nadat die staatspresident die aanstelling teruggetrek het, het ‘Groot Adriaan’ uit sy amp “bedank.” In daardie stadium het hy reeds na sy plaas teruggekeer.
Die delwers was veral ontevrede met de la Rey weens sy beweerde optrede in Stellaland waar hy en van Niekerk, president van daardie republiek, na bewering verantwoordelik sou wees vir die dood van ene James Honey. Voorts is die staatspresident daarop gewys dat de la Rey tronkstraf uitgedien het vir ‘n skietvoorval wat in Potchefstroom plaasgevind het. Die Waaksaamheidskomitee het dit ook gehad teen sy (de la Rey se) ontembare en opvlieënde geaardheid. Hoewel nie al die klagtes en bewerings teen hom bewys kon word nie, was die gevoel dat hy buitendien ‘n omstrede figuur was en dus nie geskik is vir hierdie uiters belangrike pos nie.
So het Johannesburg se polisiehoof dan die einde van sy loopbaan bereik eer dit nog begin het.
Adriaan Johannes Gysbertus de la Rey is op 25.8.1835 op Swellendam gebore as die vyfde oudste kind van Jacobus Hercules de la Rey en Maria Elizabeth van Coller en kleinseun van die stamvader van die de la Rey familie in Suid-Afrika, Pieter de la Rey van Utrecht, Nederland.
Omkopery, verdagte aanstellings en onbevoegdheid van staatsamptenare is dus niks nuut in hierdie jong demokrasie van ons nie.
© 2011.8.18 Johann H Claassen
Posted in Geskiedenis and tagged brandis,de la rey,john mcintosh
Die verhaal van die Kaapse Trems
Perd aangedrewe trem met die kenmerkende trap na die boonste dek
Vroeg in 1800 word in Kaapstad afgekondig dat daar voortaan een keer per week ‘n retoerrit onderneem sal word na Simonstad met ‘n passasierswa. Dit word verder deur die self aangestelde straat-omroepers bekend gemaak dat die wa stiptelik vanaf George Woodgate se winkel in Brug straat sou vertrek . Die wat laat kom, sou agtergelaat word en die frase, “hy het die bus gemis” sou sy oorsprong heel waarskynlik hier gehad het.
Hierdie weeklikse rit Simonstad toe en terug, was die instelling van die eerste openbare vervoer in Kaapstad en in daardie opsig, ook in Suid-Afrika.
Die volgende versigtige stap was die instel van ‘n pos-wa wat twee keer per week na Stellenbosch vertrek het. Dit sou reeds om 05:00 vanaf Kaapstad vertrek het op paaie wat glad nie wense was nie. Van die waens het dikwels omgeslaan as gevolg van slaggate in die pad. Daar was ook nie rusplekke vir bestuurders en bergplekke vir die publieke voertuie nie en hulle moes maar gebruik maak van die boere se goedgunstigheid om aan hulle herberg en voedsel te voorsien.
Kaapstad se eerste perd-gedrewe Omnibus (c.1838) was op hierdie George Shillibeer’s Omnibus van Engeland.
In 1828 is die Heerengracht in ‘n groot mate opgradeer hoewel die burgers steeds gekla het oor die oop mangate en riool asook klippe wat oral in hul pad gelê het. Stelselmatig het die owerhede die nodige aandag aan al die Kaapse paaie begin gee, ook omdat daar ‘n toenemende behoefte aan meer en beter openbare vervoer was.
In 1830 het ‘n poskoets daagliks vertrek vanaf Kaapstad na Wynberg. Drie jaar daarna het ‘n poskoets drie keer per week na Simonstad vertrek. In 1838 is dit opgevolg met ‘n pos wa diens tussen Kaapstad en Swellendam. Daarna het daar gereeld elke paar maande ‘n nuwe diens ontstaan en ‘n hoogtepunt was die eerste “Omnibus” wat deur drie perde getrek was en 18 passasiers kon vervoer. Dit sou daagliks om 07:45 vertrek vanaf die Heerengracht na Wynberg en om 16:00 weer terugkeer.
In 1840 het die voetgangers begin kla oor besige en gevaarlike kruisings in die Heerengracht en vêrdere verbeterings was aangebring. ‘n Staanplek vir die Omnibusse was in 1859 aangebring tussen Langmark straat en Kortmark straat in die middel van die Heerengracht en daar was vier verskillende operateurs van hierdie Omnibusse. In dieselfde jaar was die eerste seisoen kaartjies vir die busdiens beskikbaar gemaak. Dit het nou redelike besige bedryf geraak en die Cape of Good Hope Almanac het tyd tafels vir die verskillende vorme van publieke vervoer gepubliseer. ‘n Rit na Stellenbosch sou vier ure duur, na die Paarl in vyf en na Worcester in agt ure. Paaie in die distrik was in ‘n haglike toestand maar het stelselmatig verbeter.
Lank nadat Michael Faraday in 1831 ‘n vorm van elektrisiteit ontdek het, is daar in 1861 in die Kaap ‘n wet aangeneem wat die weg gebaan het vir die lê van tremspore en die bedryf van ‘n trem stelsel vanaf Seepunt tot sekere strate in Kaapstad. Slegs twee jaar daarna was die eerste spoorlyn tussen Kaapstad en Wellington voltooi.
‘n Elektriese trem in Kaapstad
In September 1862 word die eerste tremstelsel maatskappy gestig, naamlik die Cape Town and Green Point Tramway Company – die voorloper van die te stigte maatskappy, The Cape Town Electric Tramways Limited in 1949. Hulle laat nie gras onder hul voete groei nie en kort daarna was die trem spore gelê. Die wydte van die spore was 4vt. 8½dm. breed. Die trembusse was monteer op vier wiele en 14 voet in lengte en ses voet wyd en getrek deur twee perde. In totaal het die maatskappy agt perde gehad wat beurtelings aangewend was. Dit kon twintig sittende en twaalf staande passasiers vervoer. Die kondukteurs van die eerste twee trems was ene Jevon en Harris.
Heelwat toetsritte was onderneem met die direkteurs, familie en vriende wat uitgeloop het op baie vermaak maar ook dramas wanneer die wiele van die spore afgeloop het. Uiteindelik, op 1 April 1863, het die maatskappy begin met die bedryf van die tremstelsel. Teen 1864 het die trems al 10454 passasiers vervoer welke syfer die volgende jaar reeds tot 128630 gestyg het.
Teen 1875 was dit duidelik dat die behoefte aan addisionele ritte ‘n vêrdere uitbreiding van die “vloot” noodsaak en ‘n derde trem asook perde was aangekoop. In daardie jaar was die maatskappy se wins £1624.00. Op 11 September 1879 het die Kaapse Parlement die bedryfsregte van die maatskappy verleng tot 1 Julie 1903 met vêrdere goedkeuring dat stoom of enige ander meganiese manier gebruik mag word om die trems mee aan te dryf. Voor die einde van dieselfde jaar was ‘n bagasie-diens twee keer per week na Kampsbaai ingestel.
Op 23 Desember 1879 word ‘n ooreenkoms tussen die Kaapse stadsraad en ‘n nuwe maatskappy, City Tramways Company Limited onderteken waarmee die maatskappy toestemming verleen word om die die tremspore aansienlik uit te brei. In 1881 het die parlement hierdie onderneming bekragtig. Dit het die weg gebaan vir groter uitbreidings en ondernemings in die vervoer bedryf. In 1885 het City Tramways reeds die Groenpunt – lyn gelê en om die inwyding te vier word die Kaapse stadsraad genooi vir ‘n ete by die International Hotel. In Julie van dieselfde jaar het hul lyn reeds die suidelike voorstede tot by die tolhek bereik. Maar dit was eers 5 jaar daarna in 1890 wat die besluit geneem is om tot by Mowbray begraafplaas uit te brei.
Die kantoorkompleks van die Tramways Company in Kaapstad
Hoewel stoomaandrywing ‘n paar keer oorweeg is, het die gedagte nooit ‘n werklikheid geraak nie. ‘n Interessantheid was dat die perde nie tydens ‘n reis gevoer mag word nie en dit was ook nooit nodig om die spore so te bou dat die trems kan omdraai daarop nie. Die disselboom is bloot aan die einde van die reis aan die anderkant van die wa gekoppel en die terugreis kon begin.
City Tramways en die Greenpoint Tramway Company se stalle was op die hoek van Tramway en Regent straat in Seepunt en 48 perde kon daar aangehou word. In Tramway road was ‘n ry huisies vir die trem personeel gebou. ‘n Werkswinkel vir die trems was ook daar geleë asook die hoefsmid se werkplek. Nog ‘n stal was geleë in Lang straat.
By die tolhek was ‘n klok gelui elke keer as daar ‘n trem na die stadskern vertrek. Die passasiers het hul busgelde in ‘n houtdoos geplaas wat deur die kondukteur gedra was.
In 1893 was daar ernstig begin dink aan die elektrifisering van die tremstelsel. Die man wat dit verder sou dryf, was Henry Augustus Butters.
Henry Butters was ‘n visionêr wat op die regte oomblik tot die arena van die Kaapse vervoerwese toegetree het. Hy het dadelik ingesien dat soos wat die bevolking uitbrei, meer dorpies aangelê sou word tussen Kaapstad en Wynberg en dat daardie mense vervoer gaan nodig hê tussen die onderskeie voorstedelike dorpies en veral die wat vêr van treinvervoer af bly. Hy was meer as bereid om die risiko te loop en het van sy eie geld gestort in die projek om ‘n geëlektrifiseerde stelsel te implementeer vir Kaapstad en omliggende dorpies soos Rondebosch en Wynberg.
Sy planne kry veral teenstand van die kleinhandelaars van Adderley straat en die Tafelbaai Hawe Raad, maar hy druk deur en in 1892 word ‘n toets gedeelte in Ebenezer straat, Kaapstad. Dit blyk suksesvol te wees en vêrdere toets areas in Rondebosch en Wynberg aangelê.
Mettertyd verkry hy die publiek se ondersteuning en op 24 Oktober 1894 word sy plan om ‘n elektriese tremstelsel regdeur die stad te implementeer, goedgekeur. Butters oorreed daarna vir die rade van die Cape Town and Green Point Tramway Company asook die City Tramways Company Limited om afstand te doen van hul regte om sodoende ‘n nuwe maatskappy te vorm, die Metropolitan Tramways Company. Hierdie maatskappy word in 1895 gevorm en in 1896 word nog ‘n nuwe maatskappy, Southern Tramways Company Limited in die lewe geroep. Laasgenoemde sou die roetes tussen Mowbray en Wynberg bedryf.
Metropolitan Tramways kon daarin slaag om ontslae te raak van die meeste van hul perd-gedrewe trems en spore deur dit te verkoop aan Paarl Tramway Company maar laasgenoemde kon nooit goedkeuring verkry van die Kaapse Parlement om so ‘n stelsel te bedryf nie.
Middel 1896 is die kragsentrale voltooi en op 6 Augustus 1896 open Lady Sivewright die nuwe elektriese tremstelsel. Tien trems is aanvanklik aangekoop en dit het bestaan uit 48-sitplek enkeldek en 40-sitplek dubbeldek eenhede. Vir die volgende paar maande sou die trems net op die [[Seepunt]]-roete gebruik word. Klagtes van die Cable Company dat die trems steurnisse veroorsaak op hulle kommunikasie lyne was dadelik aangespreek deur die trem maatskappy. Voor die einde van 1896 was ‘n paar ander roetes ook oopgestel en vroeg die volgende jaar was nog trems ontvang en in gebruik geneem. Met koningin Victoria se jubilee-vierings in 1897 was daar 32 elektriese trems en ‘n 23 myl spoor trajek in en rondom die stad in bedryf.
Intussen was Butters besig om te beplan aan ‘n soortgelyke stelsel in Port Elizabeth.
‘n Poskar tussen Port Elizabeth en Humansdorp het twee keer per week die roete bedien.
Nadat die Britse Setlaars in 1820 hier aangeland het, het ontwikkeling in die Oos-Kaap en veral Port Elizabeth vinnig plaasgevind en behoeftes aan vervoer van benodighede van allerlei het ook begin toeneem. Vroeg reeds het ‘n poskar twee keer per week na Humansdorp vertrek en was dit die voorloper van georganiseerde vervoer in die Oos-Kaap.
In 1871 het ene Freeman Cobb ‘n poskoets diens begin vanaf Port Elizabeth na die nuwe diamantvelde van Kimberley. In 1881 was die eerste perd aangedrewe trems in Noord-End van Port Elizabeth gevestig, maar dit het drie jaar en baie briewe gekos voordat die finale toestemming in 1881 aan die Port Elizabeth Tramway Company onder aanvoering van [[James Brister]] gegee is. Die maatskappy is in 1879 met ‘n kapitaal van £15.000 in die vorm van aandele, gestig.
Aangesien die steil opdraande van Port Elizabeth een te veel was vir die trems, is daar hoofsaaklik van die roete tussen die markplein en Noord-End gebruik gemaak. Daar het elke 15 minute ‘n trem vertrek maar ook nie aldag sonder probleme nie. Soms het die wa van die trajek geloop tot groot ontsteltenis van die passasiers. Aan die einde van 1895 was die maatskappy reeds in besit van 6 waens en 30 perde. Die groot karre kon 20 passasiers vervoer en die kleintjies 12 en die koste van die kaartjies was ses pennies vir eerste klas en ses pennies vir tweede klas.
Ladies Day te Noord End Park in Port Elizabeth
Die Port Elizabeth Tramway Company was hoog suksesvol en goed ondersteun deur die burgers van die dorp en almal het net begin gewoond raak aan die perd aangedrewe trems toe daar in 1895 ‘n brief van Henry Augustus Butters op die stadsklerk se tafel beland wat dringende aandag gevra het. Butters het in die brief voorgestel dat die tremweë geëlektrifiseer word en terselfdertyd al die moontlike probleme met oplossings in die brief uitgestippel. Volgens hom sou hy die hele projek binne twee jaar kan voltooi en het sy Kaapse bank en die Kaapse munisipaliteit as verwysings voorgehou. Op 27 Julie 1895 was die ooreenkoms tussen Butters en die munisipaliteit van Port Elizabeth onderteken.
Dieselfde ingenieur wat die Kaapse projek aangelê het, Rommel , word ook by Port Elizabeth se projek betrek. Op 11 Oktober 1895 word die munisipaliteit egter ingelig deur Butters dat hy sy regte en aandele verkoop het aan ‘n Britse maatskappy. Laasgenoemde bevestig gelukkig dat hulle die aanvanklike ooreenkoms eerbiedig en die projek sal voltooi.
Teen Junie 1897 was die kragsentrale reeds vêr gevorder en ‘n maand later was die eerste elektriese oefenlopie met ‘n trem gehou. Alles verloop seepglad, al die betrokkenes is gelukkig en kort voor lank het hulle ‘n tekort aan reiskaartjies.
Teen 1898 word die Port Elizabeth Electric Tramway Company Limited ‘n volledige filiaal van die Cape Electric Tramways Limited.
Teen 5 Januarie 1898 was die roete van Adderley straat tot in Wynberg operasioneel en die nuwe maatskappy het nou 53 karre besit waarvan 41 op die Kaapse trajek van 22 myl gebruik was en 12 wat gebruik is op 11 myl in Port Elizabeth. In 1898 was byna nege miljoen passasiers vervoer in die twee stede en 300 personeellede was in diens van die nuwe maatskappy.
Die Kaap was die leier op die gebied van trem vervoer en saam met Port Elizabeth het Kimberley en Oos- Londen ook geëlektrifiseerde trem bedryf. Johannesburg was vêr agter aangesien die Transvaalse regering nie die stelsel wou implementeer nie. Volgens hulle sou dit die boere wat veevoer produseer uit besigheid laat raak.
Teen 1904 het die maatskappy reeds 20 500 000 passasiers vervoer. Besigheid was baie goed, maar teen die volgende jaar het die aantal passasiers drasties afgeneem weens die depressie. Dit sou eers weer in 1910 met Uniewording begin beter gaan.
In 1911 het ‘n nuwigheid die publieke vervoerwese getref met die inbedryfstelling van petrol aangedrewe busse. Die eerstes was Leyland busse en teen 1914 sou ‘n vêrdere nuwigheid deur die maatskappy ingevoer word – petrol-elektriese aangedrewe busse. In 1913 het Port Elizabeth hul eerste petrol aangedrewe busse gekry.
Die samesmelting van die meeste kleiner munisipaliteite rondom Kaapstad in een groot Kaapstad Munisipaliteit was in 1913 ook goeie nuus vir die maatskappy en kon uitbreidings en verbetering van dienste aan die publiek meer momentum kry.
Arbeids onderhandeling tussen werknemers en werkgewers begin in 1915 ‘n algemene gebruik word en die tremdiens maatskappy was nie gespaar daarvan nie. Die werkers het gevra vir korter ure en meer geld asook twee gratis uniforms wat uiteindelik, na onderhandeling vir beide partye bevredigend opgelos is.
Gedurende die oorlogs jare 1914-1918 het dit heel goed gegaan met die maatskappy maar in Oktober 1918 het alle bedrywighede vir ‘n week tot stilstand gekom toe die Groot Griep regoor die wêreld sy tol geëis het.
Die Cape Electric Tramways Company Limited gaan van krag tot krag en teen die einde van 1922 vervoer hulle jaarliks meer as 31 miljoen passasiers in die Kaapstad en Port Elizabeth areas. Dubbeldek-busse wat op die Seepunt-roete gebruik word, is selfs groter as dié wat in London gebruik word. Meer as 270 myl se paaie word gediens met die busse. Die bereiking van periodieke nuwe hoogtes was die uitstaande kenmerk van die maatskappy, maar weldra sou daar ‘n sogenaamde “busoorlog” begin.
‘n Dubbel dek bus in Kampsbaai
In Julie 1924 word ‘n spoorwegbus diens begin wat die Seepunt spoorweg van Kampsbaai diens. Gemoedere het hoog geloop met beskuldigings dat die spoorweg departement die beste vir hulself neem sonder om belastings te betaal of om die paaie te herstel. Na samesprekings word daar besluit dat die spoorweg busdiens nie verder as vierde strand, Clifton sal bedien nie.
Vanaf 1926 het die kompetisie al hoe groter begin raak met al hoe meer privaat bus maatskappye wat tot die bedryf toegetree het. Die Trem maatskappy spring aan die werk en voor die einde van 1927 het hulle hul vloot verdubbel. Maar as gevolg van die opposisie wat al hoe sterker begin vertoon het in terme van busse en passasiers en die feit dat hulle nie onderworpe was aan al die streng regulasies nie, het die Trem maatskappy nie eens daarin kon slaag om teen die einde van 1928 ‘n dividend uit te betaal nie. Dit was ook die geval in 1929.
Die “bus-oorlog” bereik in 1930 ‘n hoogtepunt toe ene Hughes, wat die vorige jaar in Suid-Afrika aangekom het, ‘n busdiens begin tussen Seepunt en Kampsbaai. Sy maatskappy Cape Town Motor Omnibus Company volg van meet af ‘n aggressiewe benadering en die een na die ander roete word deur hulle absorbeer deur oorname van daardie klein maatskappye wat die onderskeie dienste bedryf het.
Na ‘n tydperk van prys verlagings kon die Cape Electric Tramways Company daarin slaag om Hughes se maatskappy oor te neem. Na die oorname was daar ‘n staking omdat sekere van die personeel afgedank is maar die verskille kon bygelê word teen April 1931. Die “bus-oorlog” was uiteindelik verby. Intussen was die maatskappy se hoofkantoor vanaf London na Kaapstad verskuif en die raad van direkteure was ook vervang met Suid- Afrikaanse persone.
Onregverdige kompetisie was egter nie heeltemal dood nie en dít, tesame met ‘n wêreldwye ekonomiese insinking, het tot gevolg dat dit nie goed gaan met die Trem maatskappy nie. Hulle sukkel geweldig baie om kop bo water te hou. Verligting kom toe daar ‘n wet geïmplementeer word wat die vervoer bedryf reguleer en ‘n raad aangestel word wat hierdie wet moet toepas. Sertifikate sou net aan goedgekeurde operateurs toegeken word.
Dieselfde chaos, hoewel op kleiner skaal, het ook geheers in Port Elizabeth waar “roof” operateurs aan die orde van die dag was. Ook aan die Kaap het hierdie tendens ook nou begin toeneem. Na ernstige ingryping deur die betrokke raad en die afdwing van regulasies, kon daar weer gevorder word – maar ook weer nie vir lank nie. Monopolie-vorming het op groot skaal plaasgevind en eers teen 1934 het daar weer orde ingetree.
Na oornames en samewerkingsooreenkomste tussen die verskillende operateurs, was daar uiteindelik net nog vier ander belangrike maatskappye in bedryf, naamlik die [[Peninsula Transport Company (Pty.)Limited]]; Northern Transport Company (Pty.) Limited; Southern Transports (Pty.) Limited en Golden Arrow Bus Services.
Ratte in die masjien
As ‘n mens by ‘n bushalte staan en wag dan is jou aandag by jou horlosie en jou afspraak en jou oë in die rigting vanwaar die bus moet kom. As jy aanboord die bus gaan toon jy jou kaartjie en neem jou sitplek in. Oor hoe dit gebeur het dat daar wel ‘n bus tot jou beskikking is en dat jy veilig vervoer word, is nie deel van jou gedagtes nie. Ook nie die feit dat dit mense is wat hierdie ratte van ‘n groot masjien aan die beweeg hou nie. Dit alles word aanvaar as vanselfsprekend.
‘n Trotse busbestuurder gaan aanboord van sy bus
Iemand moet die geld en die kaartjies kontroleer, iemand moet die rekords byhou en die onderskeie ritte en roetes beplan, iemand moet die diens-ure van die kondukteurs reël sodat daar genoeg personeel per voertuig toegewys word en iemand moet sorg dat die klante se behoeftes gedurig ontleed word en die nodige aanpassings doen. Daarbenewens moet daar opleidings personeel wees wat nuwe rekrute moet oplei en senior kondukteurs en personeel her oplei. Die busse moet in stand gehou word en daarvoor is goed opgeleide en gekwalifiseerde werktuigkundiges nodig.
Die sosiale aspek van die personeel moet deurlopend aangespreek word om sodoende ‘n gesonde gees situasie te skep en daarom het die maatskappy heelwat belê in sportfasiliteite vir hul personeel. Sedert 1945 het die maatskappy baie aandag aan veral die welstand van hul personeel begin gee en is ‘n siekefonds in die lewe geroep wat deur komitee bestaande uit bestuur en die werkers administreer word. In 1946 is ‘n pensioen fonds beding en lede het ‘n keuse om uit diens te tree op 55 jaar of maksimum 65 jaar.
Salarisse vir ‘n top busbestuurder het vanaf £7 8s. 6d. vir ‘n 48-uur week in 1945 gestyg tot £14 18s, 8d. vir ‘n 44-uur week in 1960. Kersfees bonusse is ook aan die einde van die jaar aan werkers uitbetaal.
Om so ‘n groot vloot voertuie in stand te hou het deeglike beplanning en hoogs gekwalifiseerde ambagspersoneel geverg. Voertuie is volgens ‘n sekere skedule in stand gehou en daar sou nie afgewyk word van gereelde diens intervalle nie. Alle herstelwerk aan die busse in hul geheel, is behartig deur die werkwinkel personeel en dit het ook ingesluit die oordoen van ‘n masjien wanneer dit ‘n voorafbepaalde afstand-lesing bereik het.
Alle duikklopwerk is onderneem deur die werkwinkels en die verf van advertensie slagspreuke is ook deur hulle op die busse aangebring.
Daar is deurgaans probeer om alle benodighede soos bande, glas, staal, uniform, ensovoorts vanaf plaaslike maatskappye aan te koop.
Om al hierdie bedryfsaspekte van die maatskappy te laat vlot het bepaald ‘n toegewyde personeelkorps geverg.
‘n Clydesdale motor-bus van 1924 gebruik in Port Elizabeth
Na ‘n tydperk van wat die burgery genoem het , “riding in that monstrous masses of rowdy tin,” het ‘n nuwe era aangebreek, naamlik een van stil ritte. Spoorlose elektriese trems, ook genoem “trolleybuses,” wat met rubberbande toegerus is, het stadigaan die toneel begin oorheers. Teen 1936 was feitlik die hele Kaap gedek deur hierdie spoorlose elektriese trems.
Intussen onderhandel die maatskappy met die Kaapse stadsraad om ook dieselaangedrewe busse addisioneel tot die spoorlose trems, in bedryf te stel en om die petrolaangedrewe busse af te skryf.
In Januarie 1936 arriveer die eerste tien dubbel dek busse wat elk 50 passasiers kan akkommodeer. In Port Elizabeth word ses enkel dek busse in bedryf gestel en vêrdere uitbreidings aan die stelsel word in die vooruitsig gestel.
Nog ‘n probleem word uit die weg geruim toe die Tramways Company die Northern Transport Company (Pty.) Ltd. uitkoop. Aan die einde van 1936 het die Port Elizabeth en Kaapstad se spoorlose trems reeds 28 miljoen passasiers vervoer en die busse reeds negentien miljoen.
‘n 1929 Enkeldek-bus met ‘n Amerikaanse onderstel
Omdat die ongebruikte spore ‘n gevaar begin skep het, word dit aan die einde van 1937 deur die stadsraad verwyder.
Op 6 November 1938 word die langste trem roete, naamlik die van Kaapstad, Wynberg en Seepunt ingewy. Die Tramways Company het nou reeds 100 spoorlose trems en 100 busse. Nog 26 busse word vir Port Elizabeth, wat nou in ‘n industriële en vakansie sentrum ontwikkel, aangekoop.
In 1939 met die inwyding van die Seepunt spoorlose tremdiens, het Kaapstad een van die eerste stede in die wêreld geword om spoor trems heeltemal uit te skakel. In London was dit byvoorbeeld eers in 1952 uitgeskakel.
Op 6 September 1939 breek die Tweede Wêreld Oorlog aan en die maatskappy moet noodgedwonge sekere aanpassings maak.
Die jare 1939-1945
Die eerste busse na die Tweede Wêreldoorlog word gelewer
Die oorlog bring ‘n groot omwenteling mee onder die gewone burgers en hul leefwyse maar ook bepaalde probleme vir die maatskappy . Hulle ondervind behalwe ‘n daling in die passasierssyfers, ook ander bedryfsprobleme. Sommige van die personeel (tussen 30 en 40) sluit aan by die magte en dis moeilik om hulle te vervang. Teen die einde 1940 is daar reeds 200 man van die maatskappy wat aangesluit het vir oorlogsdiens. Tydelike kondukteurs word aangestel om die noodsaaklike dienste te verrig.
Gebruiksvoorraad word nog steeds van oorsee ontvang hoewel dit stadiger verloop en teen ‘n hoer koste. Petrol, bande, olie en onderdele se pryse styg drasties. Busse wat bestem was vir aflewering teen 1944 sou nou eers aan die einde einde van die oorlog gelewer word. Busse ter vervanging sou ook eers dan gelewer kan word. Hierdie toedrag van sake het groter druk geplaas op die werkinkelpersoneel en was dit van hulle verwag om buite hul normale take te funksioneer. Sodoende kon genoeg busse in bedryf gehou word maar gedurende spitstye is die aanvraag eenvoudig te groot.
‘n Groot gedeelte van die werkwinkel was ook gereserveer om sekere komponenete vir oorlogstuig te vervaardig in opdrag van die staat. Ook sluit hulle ‘n ooreenkoms met die regering om dienspligtiges gratis te vervoer. Die staat subsidieer die kaartjies met dieselfde bedrag as die maatskappy se bydrae.
Intussen word ‘n gedeelte van die busbestelling gelewer en bring dit ‘n verligting mee.
Die eerste Golden Arrow bus wat in 1929 aangeskaf is
Op 6 Julie 1929 stig Sher Pavolski die Golden Arrow Bus Services met ‘n bietjie kapitaal en ‘n bus onderstel wat hy by Stuttafords gekoop het. Hy laat ‘n 18 sitplek romp daarop bou , sy seun Issy Pavolski gooi sy gewig by die nuwe maatskappy in en ‘n nog sukses storie word gebore.
Die maatskappy spits hulle daarop toe om hoofsaaklik die roetes vanuit Kaapstad na plekke soos Dieprivier, Crawford en Gleemoor te bedryf . Ten spyte van sterk kompetisie, slaag hulle daarin om bogemiddeld te presteer en teen 1930 beskik hulle reeds oor 5 busse en ‘n werkerskorps van twintig.
Die bedryf word oorspoel met talle operateurs van wie sommige sleg een bus bedryf en andere wat sub-gehalte dienste lewer. Golden Arrow neem van die kleiner maatskappye oor en bedryf teen 1933 ‘n vloot van 10 busse met roetes na Pinelands en ander gebiede wat voorheen deur ander operateurs bedryf is. Teen 1939 word reeds 1400000 passasiers vervoer.
1939. Die oorhoofse kabels van die elektriese tremspore word verwyder in Kaapstad
Intussen gaan die maatskappy van krag tot krag en hoewel die oorlogs jare ook sy merk op hulle maak, brei die besigheid stadig maar seker uit, dermate dat hulle in 1946 in ‘n nuwe maatskappy op die Johannesburgse Aandelebeurs onder die naam Golden Arrow Rail Feeder Bus Services Limited noteer. Die hoofoogmerk van hierdie nuwe maatskappy is om die werkers en ander pendelaars na die treinstasies te vervoer vanwaar hulle na die industriële gebiede pendel met treine. Ná slegs een jaar as ‘n nuwe maatskappy word reeds 12 miljoen passasiers vervoer.
‘n Herdenkings kaartjie vir die laaste rit met ‘n spoorlyn-trem in Kaapstad
Teen 1950 word 16000000 vervoer met gepaardgaande stewige winste vir die maatskappy . Die volgende jaar word ‘n vêrdere twee roetes na Epping en Woltemade stasie nr. 3 asook Koebergweg stasie in bedryf geneem.
Stygings in salarisse van die werkers, bring mee dat die kaartjie pryse ook verhoog moet word in 1951, ‘n tarief wat in 1960 steeds gegeld het en wat hulle kaartjiepryse die laagste in die bedryf gemaak het.
In 1954 word die Popular Bus Services, wat die gebiede Strand, Somerset-Wes en Gordon’s Baai bedien het, oorgeneem. Om hierdie gebied te bedien, word ‘n nuwe maatskappy vir daardie gebied gestig, by name Cape Western Bus Services (Pty.) Limited en in 1956 word nog ‘n maatskappy, wat bekend staan as die Cape Bantu Passenger Transport (Pty.) Limited, in die lewe geroep en laasgenoemde sou die gebiede Langa, Nyanga en Bellville-Suid bedien. Swart bestuurders en kondukteurs sou op hierdie busdiens gebruik word.
Wat seker as die belangrikste gebeurtenis in die passasiers vervoerbedryf beskryf kan word, het plaasgevind in 1956 toe Golden Arrow ‘n redelike aandeel bekom het in the Cape Electric Tramways (1949) Limited maatskappy. Laasgenoemde was ‘n baie groter maatskappy as Golden Arrow en dit het wye nuusdekking geniet en wenkbroue laat lig. Cape Electric Tramways en sy filiale het oor 575 busse beskik terwyl Golden Arrow oor slegs 85 busse in hul drie filiale beskik het. Op daardie stadium was die die afgelope jaar se wins vir Cape Electric Tramways £107236.00 en ten opsigte van Golden Arrow, £93080.00. Die Argus beskryf Golden Arrow se groei as “…a romantic success story…”
Net die volgende jaar word daar deur Golden Arrow besluit om drie van sy filiale aan Cape Electric Tramways te verkoop. Golden Arrow sou egter die meeste van die aandele bekom en sodoende kon ‘n samewerkingsooreenkoms bereik word waar die maatskappye mekaar se infrastruktuur en ander hulpbronne gebruik tot voordeel van die groter geheel. In hul eerste jaar as ‘n groep styg die winste van £72839.00 tot £185698.00.
Groot verbeterings volg in terme van nuwe roetes, meer en beter voertuie, beter dienslewering aan kliënte, maar groter doeltreffendheid in terme van die administrasie is ook ‘n kenmerk van die groep.
Sonder die rol wat elkeen van die filiale en kleiner rolspelers gespeel het, sou die groter prentjie van die Cape Electric Group in Kaapstad en Port Elizabeth onvolledig gewees het.
Die bus depot in Simonstad
Daar was die Simonstown Bus Service wat in 1925 deur ene Whatling gestig is. Die Mamre Transport Company, gestig in 1945, is ‘n vennootskap tussen menere S. Johannes, M. Johannes en A. Shrends. Paarl Transport and Services begin in 1932 met ‘n Bedford bus en een bestuurder wat bedrywig is tussen Huguenot] en die spoorwegstasie. In 1935 word dit verkoop aan twee sakemanne, J. Mouton en H. De Kock wat dit uitbrei met ‘n vêrdere drie voertuie en ‘n roete tussen die Paarl Hotel en Noorder-Paarl. In 1946 beskik die Paarl Transport and Services oor nege voertuie met ‘n vêrder twee roetes wat geopen word. Dit word in 1955 oorgeneem deur The Cape Electric Tramways. Daarna het hulle van krag tot krag gegaan en vêr buite die grense van die Paarl uitgebrei.
Die Boland bus depot in Stellenbosch
Die Nyanga Passenger Transport Company het tot stand gekom in Desember 1955 en was uitsluitlik bedryf as ‘n passasiersdiens vir Swart mense tussen Nyanga en die res van die Skiereiland. ‘n Soortgelyke diens was ook deur die Cape Bantu Passenger Transport gelewer maar later het die twee maatskappye saamgesmelt en bekend gestaan as Nyanga Passenger Transport Company Limited.
In Port Elizabeth het die Bay Passenger Transport Limited sedert 1955 in bedryf gekom nadat die Suid-Afrikaanse Spoorweë ‘n diens tussen die stad en die Swart nedersettings vir jare gelewer het. Uitbreidings het vinnig gevolg nadat ‘n nuwe depot in 1955 in New Brighton opgerig is. Klassen’s Bus Service was ook vir jare in Port Elizabeth bedrywig totdat dit in April 1954 deur [[Port Elizabeth Tramways]] oorgeneem is. So was dit ook die geval met Huckle’s Walmer Location Services in 1955. Valayden’s Bus Service wat geïnkorporeer was by Klassen’s Bus Service en wat diens gedoen het in die Veeplaas en Missionvale omgewing, was ook in Mei 1957 oorgeneem .
Teen 1960 was die onderskeie filiale van die Cape Electric Tramways (1949) Limited van die mees gediversifiseerde openbare vervoerdienste in die wêreld wat deur private inisiatief bedryf is.
Betaaldag by Klassen’s Bus Service in Port Elizabeth
Teen 1961 het die bestuur van The Cape Electric Tramways(1949) Limited soos volg daar uitgesien:
C.S. Corder – voorsitter van die maatskappy sedert 1949
L.J.Botha – direkteur sedert 1936
Dr.A.E. Flax – Mediese dokter en direkteur van die Golden Arrow groep sedert 1946.
J.N. Henshilwood – direkteur van die Golden Arrow groep sedert 1946.
A.C. Fenwick – direkteur sedert 1957 maar was assistent bestuurder sedert 1932.
L.M. Rood – ook direkteur van verskeie ander maatskappye.
Die volgende direkteure is voltydse uitvoerende amptenare van die maatskappy:
I. Pasvolski – besturende direkteur van The Cape Elecric Tramways, City Tramways en Golden Arrow Bus Services.
Pasvolski – was betrokke by die Glden Arrow onderneming sedert 1936.
E.E. Grubb – sedert 1951 by Golden Arrow as sekretaris en sedert 1956 hoof van die sekretariële en finansiële departemente.
H. Mednicoff – sedert 1930 by Golden Arrow. Algemene bestuurder.
G.W. Robb – algemene bestuurder sedert 1947
C.P. Attridge – algemene bestuurder Port Elizabeth.
A. Partridge – Bedryfsingenieur by hoofkantoor.
Aan die einde van 1960 was The Cape Electric Tramways (1949) Limited die grootste padvervoerdiens in die Unie van Suid-Afrika.
Uit die finansiële jaar-eind verslag blyk dit dat heel voorspoedig met die maatskappy gegaan het. Hulle het 600 busse besit, 139 spoorlose trems en daarmee het hulle 27000000 myle afgelê, 204000000 passasiers vervoer en aan 3429 mense werk verskaf.
Bedryfsuitgawes was onder andere die volgende:
£10000 – lisensie gelde
£2500000 – salarisse
£32000 – uniforms
£289000 – bande en materiaal
£308000 – brandstof en elektriese verbruik.
Die ontvanger het ook £150000 ontvang en dan was daar ook bydraes aan die pensioefonds, siekefonds en werkloosheidsversekeringsfonds.
Die bedryfsinkomste was £4173000 en ‘n £100 was as dividend aan aandeelhouers uitbetaal.
Gill, Fraser, Cape Trams from Horse to Diesel. The Cape Electric Tramways(1949)Ltd., Kaapstad 1961.
Foto’s is ook verkry uit bogenoemde bron.
©Johann H Claassen 2010