musings while allatsea

Musings of a curious individual

Category: Retrospective

Remembering D-Day, 75 years ago

Today, 75 years ago the Allied Forces landed on the coast of Normandy, the first step in the removal of the Axis powers from continental Europe. I was sitting thinking this morning about the courage of those who stepped into the unknown when the ramps of the landing craft dropped, leaving the path open onto the beach. That scale of  invasion had never been attempted before, and the book had to be written on how to do it long before the actual event.

The same level of courage was shown by the 23400 airborne troops who boarded the gliders and their tugs to cross the channel and get in harms way. In fact everybody had a role to play and it was through all their efforts that so many saw the 7th of June. There were 760 gliders and 1370 transport aircraft in use, protected by 3950 fighters. In total  129710 men were involved, supported by 1550 tanks and 12500 other vehicles.  It is not my place to describe the events on the beaches on that day, in fact the only people who could really describe it are the ever dwindling band of men who were there 75 years ago.

D-Day is commemorated in many places in the UK, and this week has seen a number of services and gatherings, and a new memorial was unveiled in France although why it has taken 75 years to happen is beyond me. Prime Minister Theresa May and French President Emmanuel Macron attended the inauguration of the British Normandy Memorial, overlooking Gold Beach at Ver-sur-Mer. The memorial  honours the more than 22,000 soldiers, sailors, marines and airmen who died fighting under British command during D-Day and the Battle of Normandy.

The National Memorial Arboretum  commemorates the invasion at the Normandy Veterans Memorial (301) where there are 5 stones dedicated to each of the landing beaches in Normandy (Gold, Juno, Sword, Utah and Omaha). 

UTAH Beach

JUNO Beach

GOLD Beach

SWORD Beach

OMAHA Beach

Footnote: it is possible that there are other memorials at the NMA pertaining to the invasion since my visit 2015.

The problem that we face today is that history is being watered down so as to not offend some person who seemingly is offended at anything that is not politically correct. In 25 years time will we still commemorate this event? or will we be commemorating something that is unrecognisable as being related to D–Day? The veterans of the event grow fewer each year. All are over 75 years old, and many were in action before they were 20.  

Over the years D-Day has tended to be seen as an all American event, whereas there were men and women from 12 nations participating. We really have Hollywood to blame for a lot of that misunderstanding, sadly it is unlikely that the definitive Normandy Invasion movie will ever be made. 

The one tangible link with the invasion is HMS Belfast that is berthed in London on the Thames. History was made on that ship, and her guns were part of the naval bombardment on the beaches. I have never really found out how much damage was done by the naval bombardment, but I do not think I would have liked to have been a German Gefreiter on the receiving end of a 16″ shell. 

The forward guns of HMS Belfast

The naval contingent was huge and 120 warships, 1260 merchant vessels,  250 minesweepers, 3500 troop carriers, 100 smaller warships and 600 specialist craft took part.

Finally I wanted to make mention of the Port of Southampton.

The acres of harbour and its facilities were vital in the logistical operation of the invasion, and while much is written about the invasion very little is written about the harbour from where so many ships set out from. 

 

The fact remains that so much had to happen to get the men onto the beaches, the fact that they did is testament to the many who contributed to the success of the invasion. The vast cemeteries in France each has a story to tell, and the graves in it are those of real men. Some would loose their lives almost immediately the ramps dropped, others would die later in the drive from the beaches. But once that foothold was made there was no turning around.

On this day we commemorate the success of the Normandy Invasion and the Allied Forces who made it happen. 

 DRW © 2019. Created 06/06/2019. Statistics are sourced from the BBC. 

Updated: 07/06/2019 — 05:30

No milk today

When I was young (last century some time ago) fresh milk or orange juice was delivered in bottles to our houses.  You left your empty bottle on the gatepost or at your door with coupons inside it and voilà, a milk float or truck would come along and exchange it for a new bottle. The milk would have a layer of cream on it it and the juice was not made with apples! Our local dairy was NCD (National Co-Operative Dairies?) and their HQ was somewhere near where we lived. 

Like everything else the prices kept on rising’ forcing people to buy less milk which meant less profits which meant higher prices ad nauseum. At some point milk deliveries stopped and we then started to buy our milk at the supermarket, although when we lived in one area there used to be a depot where you could buy milk too. 

When I arrived in the UK in 2013 I was surprised to see that you could get milk delivered in bottles to where you lived, although it does not seem to be in all cities. Which is what brings me to the real object of this post which is: milk floats. These strange electric vehicles are quite rare nowadays but you do see them occasionally, and of course being electric you do not hear them coming although the rattle of milk bottles is a dead give-away. 

Where I live is a dairy, and they operated milk floats for a number of years, and in 2018 they had two of them on display at the Tewkesbury Classic Vehicle Festival.

I have never seen the bottom one around town so I don’t know whether it is in service or not, after all, like so many others I get my milk at the local supermarket, although it must have been quite a surprise to have something like the bike below on the milk run.

Unfortunately the milk float is quite a rare beastie, and they were probably amongst the more common electric vehicles around way back then, although the float probably carried its own weight in batteries and I doubt whether the mileage was very high, but given the stop-start nature of its service they probably made more sense than a conventional petrol or diesel engined vehicle.

Where did they all go to? there is a scrap one up the road from where I stay, and it has never been in a position where I could get a decent pic of it, until recently.



I cannot put a date to when this float was in service, but you can bet it was a long time ago. I hope that they restore this oldie and put it in a museum; after all these are almost extinct, just like the glass milk bottle and the fresh orange juice of my childhood.

DRW © 2019. Created 22/05/2019

Updated: 08/06/2019 — 20:52

Retrospective: Newtown Municipal Compound

In 2011 I  did a number of photowalks in and around Newtown in Johannesburg and blogged about them, and as a result I started using the blog more and more as I found even more uses for it. The end result in 2019 is quite large but I never really utilised it as much back then, and during one of my periodic searches for images I rediscovered the images from the Newtown Municipal Compound and decided to do a retrospective of them. Once again I am not an expert in this field, and I really want to show what I saw back then because it is quite important to acknowledge our heritage (as horrible as it may be) if we want to understand more about the present and why we are where we are. I am afraid that things were very different back then and our sense of right and wrong really changed over the years as people began to recognise that even the lowliest needed consideration.

I recall walking though this complex and was horrified, however, had I been walking through here in 1950 what would my attitude have been? Sadly the African labourer employed in the mines and in industry where labouring was done on a large scale probably faced these sort of conditions as a matter of course, it was the norm rather than the exception.  Remember that back then pass laws were enforced too. No pass could result in arrest and a stay in Number 4 Jail.

The complex forms part of the area around Newtown that encompasses Sci-Bono, Museum Africa, the Market theatre and the former old market in Johannesburg. This area has been extensively redeveloped since 2011 and I did not recognise it when I passed through in 2016. 

Stitched image of rear of compound (1500x 393)

The image below was stitched from 2 separate images and shows the layout of the compound.  This image and subsequent key were on an information board at the compound. 

Compound layout (1500×527)

Key:

1. Domestic quarters

2. Compound manager’s house: the manager had to be available at all hours and was housed directly behind the compound. 

3. Sleeping quarters: the compound was designed to accommodate 330 workers. No mattresses or lockers were provided. Rooms would be strung from side to side by clothing, washing, and other possessions. Each room had a small coal stove for heating

4. White staff houses

5. Lock-up room: Used to lock up workers who broke the rules, they were often chained to the wall and the only toilet was a bucket.

6. Ablutions: the toilet room had 16 squat holes. No partitions or doors separated the toilets

7. Induna’s room: the Induna was the compound manager’s right hand man.

8. Showers: there was 1 cold shower for every 165 workers, and one latrine for every 55. Hot water was only available in buckets.

9. The courtyard: space provided where social interaction could happen

10. Gantry

11. The Tree: if the lock-up room was unavailable unruly workers could be chained to the tree.

12. Compound manager’s office: the compound manager kept control administration and law enforcement from this small office. He was assisted by the Induna, an admin clerk, and the municipal police.  

13, Veranda: There were no cooking or eating facilities in the compound. Workers could go eat at eateries catering for black workers or use the counters for food preparation. Sinks were provided for washing clothes and dishes. 

14. Stables and Kennels: over 750 draught horses were stabled here. The horses pulled the wagons used for refuse and sanitary waste removal. Cart drivers and animal keepers were also housed at the compound. The stables were demolished in the 1930’s. 

The interior is grim, and was probably much worse when it was occupied by men who came from all around the country, sleeping in dormitories, sharing communal ablution facilities and exposed to diseases such as TB. The record states that at one point there was 1 shower for every 165 workers and 1 latrine for 55. 

Communal showers (8 on layout image)

Urinal (6 on layout image)

I do not know what era the building represents, but it is probably quite close to what it may have looked like to those luckless migrant workers who ended up here.

A reproduction of a pamphlet issued in 1946 paints the following picture:

Extract from a pamphlet published by the Communist Party in 1946

The paragraph above is an extract of a speech presented by Hilda Watts at a meeting of the Johannesburg City Council in November 1946, reproduced in a  pamphlet published by the Communist Party.

Sleeping area

One of the sleeping area upper levels has a display of “luggage and possessions” which I thought spoke volumes about the men who lived here.

Naturally fights would break out and there was even a handy “lock up room” (marked 5 on the layout image above). How much abuse of power happened in that small room is unknown.

Just image a place like this after a long days work with primitive facilities and a lack of privacy. From what I read this particular compound was much better than some that were in use by the council.

We are fortunate that places like this still exist so as to give us a glimpse into a different era and an almost invisible group of workers who swept streets, emptied dustbins, collected night-soil and performed other menial but important work for a pittance, often supporting wives and children far away. They were the faceless and nameless that helped make Johannesburg what it is today. Inside the compound is a statue of an orange clad worker launching his spade up high with arms outstretched, almost reaching for the sky. It is quite a fitting tribute to those workers who eked out a  living in such a deplorable place.  I am glad I saw it, but am ashamed at what I saw.

DRW © 2011 – 2019. Created retrospectively 13/05/2019. Some information from the information board and displays at the compound. 

Updated: 15/05/2019 — 17:25

Commemorating Annie Munro

Being involved with photographing war graves you often find that you are drawn to some graves, or individuals, or you feel that you need to remind the world of a life that was cut short by the tragedy of war. One such grave is that of a young nurse called Annie Winifred Munro.

I do not recall how I got involved with this particular grave, all I know is that I felt that a plan really needed to be made to commemorate her loss, and some investigating was done. She is buried in the Glasgow Western Metropolis and her casualty details may be found on the corresponding CWGC page. Glasgow is far from my usual stomping grounds, and while we knew that there was a headstone we had no photograph of it. I decided to ask around and by luck one of the members of the South African Branch of the Royal British Legion was able to go to the cemetery and photograph the grave for us. It was winter, and snow lay on the ground. 

Annie was no longer forgotten, her record at the South African War Graves Project was just that much more complete now that the grave was photographed. Incidentally her headstone was designed by Sir Herbert Baker and “was erected to her memory by the South African Comforts Committee, under the personal direction of the Viscountess Gladstone”. 

But why was Annie buried here in the first place? It is difficult to understand so many years after the fact, but the information that exists is as follows: “… on arriving in England she was sent to France, where she contracted pneumonia which obliged her to return to England. After having partly recovered from the effects of pneumonia, she desired to visit Scotland, the home of her father, but was unable to travel farther North than Glasgow. There she was taken under the care of those who had known her father; and although she received all the attention that medical skill could give her, complications set in which it was impossible to combat. She died on 6th April, 1917, at the age of 25 years, and was buried with Military Honours in the Western Necropolis, Glasgow.”

Annie had previously served in the German South West African Campaign, transferring to the hospital ship “Ebani” on 26/11/1915.

Record card for Staff Nurse Annie Munro

She is also recorded as serving in Gallipoli and eventually was sent to France where she contracted pneumonia. She was shipped back to England to recover, but after having partly recovered she desired to visit Scotland, the home of her father. 

She is noted as having died from “Phthisis” (pulmonary tuberculosis or a similar progressive wasting disease) on the 6th of April 1917, although her record card shows her as being “very ill, progress unsatisfactory” on 07/04/1917. It is very likely that the date is incorrect as death is accepted as having occurred on 06/04/1917.

What drove Annie to visit the home of her father? was she invited over? was there some other underlying reason? She was a qualified sister and was probably well aware of how ill she had been and that there were risks attached to her travelling so far from where she was staying.  Sadly she died in Scotland and in time would eventually become just another name on a headstone in a cemetery.  Renewed interest in the First World War saw more and more people researching those who fought or died in that terrible war and there was a reappraisal of the role of women and nurses in the global conflict that touched everywhere on the globe. In 2012 Our own War Graves Project was already busy with the record card project that would reveal more details about  the almost forgotten part that South African Forces played in the war. Annie is amongst those many names on the Roll of Honour.

She was visited by Louise Prentice Carter in July 2018 who laid flowers on her grave and paid her respects to this nurse so far from Pietermaritzburg where she was born.

William and Ellen Munro lost not only their daughter in 1917, they also lost a son in the war;  Sergeant  William Alexander Munro was killed at Delville Wood on 15/07/1916.

Many people have contributed to this page, although I did rely on our South African War Graves Project for most of the information. Special thanks to Louise and the Legionnaire who photographed the grave for me in 2015. There is not a lot of information to add to this story though, and the one source I did find that is new to me is from The Evening Times of 13 May 2014.  

DRW © 2019. Created 12/04/2019

Updated: 16/04/2019 — 05:56

Retrospective: By train to Magaliesburg 12AR-1535

One of the more obscure centenary celebrations coming up is that of 12AR-1535 “Susan”. This steam engine is the only remaining member of the SAR Class 12AR in the world, as well as being Reefsteamers’ oldest operating locomotive and the second oldest operating main line locomotive in South Africa.  
She was built in 1919 by the North British Locomotive Works in Glasgow and joined her sisters in South Africa for service on the Germiston-Witbank line moving heavy trainloads of coal. She first entered traffic on 15 March 1920. The sisters were all reboilered at some point in their lives, and 1535 was reboilered in 1944, although her existing boiler was commissioned in 1955. 

Boiler plate of 1535

I first encountered her in 1985 when I was posted to the Germiston Telecommunications Depot. At the time she was the “station pilot” for Germiston Station, and she shone so much that she could blind you in the sun. She never really retired from service and was not restored from scrap or in a derelict condition. Fortunately her original service in Germiston means that she is really back home in the depot where she worked for so many years. I have a soft spot for her and enjoyed linesiding this small wheeled “4-8-2 Mountain” as she spent her retirement running heritage train for Reefsteamers. 
According to the EXIF data on the image below, Susan was brought back into steam on 28 March 2009 and I was present for a photography session with the people who had walked with her to that point.

(1500×1092). Back in steam. 28/03/2009

You can read more about her history on the relevant Reefsteamers page. Special thanks for Lee Gates for his work on that page and his continued posts on social media. 
 
It is not very often (especially in South Africa) that a steam working steam engine reaches her centenary, and with this in mind I am reposting the blogpost about the trip I did 10 years ago on 4 April 2019.  

By train to Magaliesburg. 12AR-1535

I got the opportunity to travel with Susan on 4 April 2009 from Maraisburg Station to Magaliesburg. The same consist as before was used and the schedule was almost identical to my previous trip with Elize. Some of the images used here were taken linesiding or when I intercepted other trips at Magaliesburg.


The two images above were taken on another trip that she made on 27 April 2009, I would definitely not stand here taking pics if I had been travelling on the train.
 
And then we were off,  eventually passing through Roodepoort Station where the plinthed 10BR slowly moulders away in the parking lot.

Through to Krugersdorp where we could pick up any passengers that had wanted to join there,

Past Millsite and the rows of derelicts that were not as fortunate as Susan was, and any goods wagons that were being shunted, 

and then past the disgrace that was Sanrasm.

And once that was past you could really relax and enjoy the ride for awhile and listen to the loco in front. At some point you would start the long climb towards the grain silos,

and then power along towards the end destination,
although the cutting really was the first sign that we had almost arrived.

This time around I had opted for lunch at the hotel, but I did not bail out there, but hung around at the station for awhile to watch them turn Susan. 

 

I then had to make a mad dash down the hill for my belated lunch at the hotel.
 
Arriving back suitably satiated, I discovered that Susan had been turned and was now on the opposite end of the train in readiness for our trip back.

And as usual, there was brightwork to be polished. These preserved loco’s are always turned out very well because they showcase our proud steam heritage. Susan, as station pilot in Germiston, was always in a supershine condition, there was a lot of pride in these machines, and that is still true today.

The sitters were empty as the passengers did their thing at the picnic area, quite a few were already tanked up before we arrived and they would sleep the return journey away. 
The passing of some Class 34’s really provided a photo opportunity, although I know which is the more handsome engine out of all those in Magaliesburg on that day.
Then the passengers were roused and the whistle blew and we were off, pausing at the hotel to collect a few more errant people before attempting the level crossing on our way out of the town. 
In 2011 I was in the area and stood at the level crossing watching this spirited departure which is available on Youtube, and it amazed me how even though the loco had started moving drivers still try to get across in front of her! You do not tackle a steam engine with a car because you will loose. 
Unfortunately though we literally crawled through the cutting and the hills, and I asked some of the guys why this had happened, and it turned out that the coal was of poor quality so she was really struggling. Susan is a freight loco with lots of power, but even poor coal can turn a steamer into a snail. I did take some video of the climb and pullaway, so all is not lost
 
And even today people wave at steam engines going past, because it is just something that is done. I feel sorry for those who have never experienced steam trains because they have lost a little bit of magic. Fortunately most people opted to relax on the trip home, and the kids stopped with the “pooop pooop” imitations and I was able to get some peace. I was not really in a mood to take too many pics, besides, everything you see here is very similar to what you saw in the other trip post. 
Even the desolate landscape that we passed just after Millsite was devoid of life, but then that area has been ravaged by mining and will take many years to rehabilitate, assuming that even happens in the first place.
And eventually we were home. The sun was low on the horizon and the people who climbed off were much more subdued than those that had climbed on this morning. Even Susan seemed tired, and she still had a long way to go before she could be bedded down for the night,
 
 
 More video: 
 
DRW © 2009-2019 Created 04/04/2009. images recreated 07/03/2016, edited and reposted as a retrospect on 04/04/2019
Updated: 07/04/2019 — 13:05

Scanning the Slides

When I was still photographing ships in the pre-digital days I was shooting with slide film. There were many advantages to it at the time. The large images displayed on a screen were amazing to see and much better than the standard small prints that were the result of shooting with film. Pricewise it was slightly cheaper to shoot and process 36 slides than it was to develop and print 36 prints. And of course the prints were only as good as the operator of the printing machine. When the digital era arrived I really wanted to convert my slides into a digital format and the first results that I still have is a contact sheet that a friend of mine made on a professional film scanner at his work in 1999. Unfortunately the resulting images, while excellent copies were only 640×480 in size.

A few years later I bought a “Genius” flatbed scanner that could scan slides, and the results were mixed. Because many of the images had vast expanses of blue water in them I could not get a semi decent outcome because the scanner lamp had a slight blue tinge to it and rendered the images less than perfect. The scanner wasn’t faulty either because I even sat with a technician from the company and we were just not able to get a perfect result, or one as good as the contact sheet above. 

I never gave up though and at one point I bought a high end Epson scanner and it could scan slides and negatives but the interface tended to be somewhat iffy. The end result was much better and in some case I had a lot of success with the scanner, so much so that 90% of the ship and cruise images on my blogs were created with that scanner. I did not scan everything though, some images just came out badly and and others I skipped because there was too much to do. 

The scanner did produce some amazing results from negatives, and while I did not even tackle them as a project I really should have, although I never used an SLR for prints.

The images above are both scanned from the 1986 negatives. 

In 2010 I bought a dedicated slide/negative scanner that had just come onto the market and frankly it was a waste of time and money. Surely there were other ways to convert slides to digital? 

Since the advent of the digital camera (and high end cell phone camera too) there are other possible ways to scan slides and when I was in South Africa I did some experimenting. The end results were interesting although some images were a disaster due to focusing issues. My “rig” looked something like this:  

I have a small battery powered pocket slide viewer that I bought in the USA, and it formed the display part of my machine.

I also have a cut down enlarger head stand that enables me to get up close and personal with a document (or slide viewer) parallel to my camera.

 

And of course my digital camera forms the last part of it all and I initially set the camera on the “Macro” setting and set this up in a dark room with the only illumination coming from the viewer screen. The reality is that I was taking a very close up shot of a displayed slide. 

The output.

It was mixed. Some images came out so well, while others were lousy. The focusing being the biggest issue and that may have been a problem with camera shake or me misfocusing or in some cases the slide is slightly bowed.  I am still sorting the 1331 images that I photographed, so cannot comment on whether this was a success or not. The biggest problem I had was not being able to see the output on a monitor after I did it and now that I am back in the UK I cannot redo the images as the slides are in South Africa. I do however feel that the theory is sound, and I would have liked to have seen what a cell phone camera does under the same conditions, alas I did not have a way to mount one with me so could not try it out. 

I am not done yet and will reserve my verdict till after I have sorted and culled. But it is worth considering as an option if ever slides need digitising. 

To be continued.

DRW © 2019. Created 21/03/2019

Updated: 24/03/2019 — 13:57

Toy boat, toy boat, toy boat.

** Updated 27/05/2019**

Last month, when I was in South Africa, I bought a small plastic tugboat at the local el-cheapo shoppe. It was a simple bathtub type boat with waterjet style propulsion, and stickers stuck on it and with the propensity to listing and sinking. It does not have enough of a draught to stay upright without batteries in and it leaks like crazy. It is not a very successful tugboat, it’s more of a typical cheap and nasty toy designed for a few days enjoyment and then a swift final voyage to the dustbin or under the bed.

Now you may ask what this has to do with the price of eggs? People who know me are aware that I am a ship enthusiast, and once upon a time I used to have a large fleet of ships, of which two were radio controlled. 

My first RC boat was a “Damen Stantug” made by Veron and she had a 29″ fibreglass hull and was quite a large vessel with lots of space in the hull for a small model engine of the glowplug design. Naturally these were not available on my budget so a large electric motor was substituted instead. I also purchased a 2 channel radio and a set of motorbike batteries to run the motor off. Unfortunately a reliable speed control was very difficult to find and I ended up with a large wire wound potentiometer affair that used to run very hot and tended to be somewhat unreliable. 

Once the motor, prop shaft and bulkheads were installed I was ready for a test run and a friend and I headed off to the Blue Dam in Mayfair late one evening with the hull ready to launch. I had installed simple navigation lights and a search light on it so we could see it in the dark and we launched the hull with much trepidation. If something failed I would literally be up the creek without a paddle because retrieving the boat would have been very difficult. Lo and behold everything worked and the hull tore across the water at maximum revs. It was working remarkably well and so far no leaks had shown up although the speed control was running very hot. 

Wind forward many moths later and my tug was finished as per the plans. And, by some strange miracle I have pics of her. She carried the moniker “Dildo” and I am not even going to try explain it. She also flew a small red flag with “Enjoy your pizza” on it, just another quirk that I added. 

Unfortunately the speed control was a major bugbear and charging arrangements for the motorbike batteries were less than ideal. The big motor drew a lot of current and the bike battery worked well enough. The hull was buoyant enough that I ended up adding extra lead ballast in it to bring down the draught. I also managed to score 10 model truck tyres that I wired as fenders along the rubbing strake, and later on I added a small crane, zodiac, electric searchlights, internal lights and navigation lights. I was proud of my tug, she was awesome. 

I also bought a small centre island container ship that could be converted into a superstructure aft configuration made by Graupner under the unlikely name of Neptun. She too was radio controlled and was very fast on the water, too fast in fact and she really had to be reigned in or she would try to imitate a speedboat. Her motor was much smaller and more efficient and I had better battery life with her, although the limitation of both boats was the life of the penlights that were used in the radio receiver (4) and transmitter (8); back then rechargeable batteries were not as readily available as they are now.  

Superstructure midships configuration

Superstructure aft configuration

Of course back then I was living close to a large body of water, albeit a very polluted body of water, so could put a boat under my arm and head out for a quick sail. When I moved from Homestead Park in 1985 I no longer had anywhere to sail my boats and of course not having a car meant that their days of sailing had come to an end, I used the tug once or twice when I was involved with the disastrous attempt at restoring the models ships at Santarama, Alas the person in charge was more of a hindrance than anything else so that all came to nought. Interestingly enough Santarama had a number of radio controlled ships that were probably in operation when the place opened, but they had been laid up and became scrap.  

At some point I had managed to pick up a very nice trawler by Veron too, and sort of completed her but the wood was very dry and the superstructure cracked badly. It was a nice model though and it would have made a nice conversion into a short seas trader. She too was sold in a semi rebuilt state. I recall using her as a demonstration model on navigation lights at a meeting the Titanic Society of South Africa under the name SS Lamptest. 

I sold my large ships in 1999 and I like to think that my tug is still out there somewhere and that she occasionally hits the water and has a blast. I always regretted selling her as she was an awesome boat, but at the time it was more or less a sound idea. I still collect ships though and have a large collection of 1/1250 and 1/1200 waterline vessels, although none can float. And, I have just gotten this poor imitation of a toy boat that I am tempted to refit, although fittings appear to cost more than the boat did. Much to my dismay there is not much of a selection of toy boats suitable for the bath out there, and that is quite sad because occasionally you really need to mess about with boats. 

**Update**

Yesterday while browsing the local overpriced antique emporium I chanced upon a model I have been after for quite some time. Produced by Triang I have seen these on ebay, usually at a horrible price and a poor condition.

The one I picked up is reasonably intact but is in need of attention (and a hair dryer to sort out the warped hull). It has a clockwork motor in it and the key comes out the funnel.

As far as I can see there were 2 in the ocean liner series: Pretoria Castle and Orcades although the only difference between the two was the paint job and Orcades may have been battery powered. I wanted the UC ship because of my interest in Union-Castle. Sizewise it is 50cm long, and surprisingly heavy. The warped superstructure seems to have been common problem with them though and many Triang products from that era suffered from the same problem. Triang also produced a tanker, police launch, tug boat and a drifter but I have not seen them on ebay as yet.  I may have to fabricate masts and booms for her and unfortunately the 1 set of lifeboats is missing, however the motor works and that huge prop spins like mad. As a curiosity this ship is really great, and I believe you could get them in South Africa too and they have outlived the real ship by many years. Nowadays they are really relics of a bygone age of toys. 

DRW 2019. © Created 14/03/2019, updated 27/05/2019

Updated: 28/05/2019 — 10:29

Back home in England.

It is now 19.30 on the evening of the 7th and I am back home, surrounded by washing, empty suitcases, clothing, postcards and heaps of other odds and ends that I brought back with me. My flight left last night at 9 pm, and we landed just after 6 this morning. I have spent the time between then and 4 pm in queues, trains, buses and Paddington Station. 

A lot happened between my previous post of the 24th of February and now. I split my time between my brother’s house and my friends on the West Rand, although was not as active in the local cemeteries as I was previously. My mother is surprisingly strong, but I fear that she is trapped inside her body and is probably hating every minute of it. Unfortunately we had to make the decision that we made in 2017, there were no more options available to us.  Sadly she is surrounded by other elderly women of various ages, many never get visited and lead out their lonely lives in the home. I am afraid that in some cases they have outlived their children, or their children are no longer in the area or in the country. 

Menu from my return flight

There is a lot I can say about South Africa. Corruption has seriously damaged the economy, and the continued demand by Eskom for higher tariffs is met with disgust as the public recalls how easily Eskom and the corrupt in it seemingly burnt money with impunity. To this date no high profile crooks have been arrested for corruption and  they continue to lead the high life, safe in the knowledge that they got away with it.

The few malls that I visited were also showing the effects of the economic downturn, with empty shops and fewer buying customers visiting them. Generally though I had good service from 99% of the people I encountered in my travels in and around the West and East Rand. The petrol price continues to bite though, and of course the traffic jams in Johannesburg are even worse as a large portion of the one freeway has had to be closed to repair some of the supports and bridges that are part of it.  

Muffin the cat continues to amuse, at this moment he is thinking of entering politics and is trying to register his own political party called “The Fishycookie Party”. By his reckoning he could be the chief poohbah in the next election because at least he wont be corrupt, although is liable to sleep in parliament. 

Again I got to enjoy the pets of my brother and friends during this trip, and it is amazing how they enrich our lives; there is never a dull moment when you have a cat or a dog.

The weather back in South Africa was hot and very uncomfortable as I really prefer the relatively cooler summers of the UK. I do not do heat well! We did have a typical highveld thunder/rain storm in my last week, and I had forgotten how much water these could dump and how bad the thunderstorms can get in Johannesburg. Back in the UK it was overcast and drizzly where I live, but the march to Summer continues.  

Suburbia (1500×671)

Prices.

Food prices continue to rise and I did quite a few comparisons with the prices I gathered way back in 2017.  These are just a few examples that I spotted, and some items may have been on sale. The items are not indicative of my own personal preferences and are sourced through leaflets and shops I visited in the West and East Rand. Petrol was R14.08 pl 95 octane and R13.86 for 93 octane (02/03/2019)

6 Eskort Gold Medal Pork Sausages: R44.91

Kellogs Corn Flakes (750gr) R49.99

Beef Biltong R320/kg

Oreo 16’s R14.99

Sedgewick’s Old Brown Sherry 750 ml R44.95 (R39 in duty free at ORT airport)

Milo 500gr tin R51.99

2 Litres Coke R16.99

Cadbury’s Chocolate (80g slab) R19.95

Oral B electric toothbrush R499.95

Jungle Oats (1kg) R26.99

Weetbix (900 gr) R38.99

Wellingtons Tomato Sauce (700 ml) RR18.99

Baby Soft 2 ply toilet rolls (18’s) R124.99

Lipice (4.6 g) R22.99

Sunlight dishwashing Liquid (750 ml) R32.99

Joko Tea (60 bags) R32.99

Milo (500 gr) R54.99

Ricoffy (750 g) R79.99

Mrs Balls Chutney (470 g) R28.99

Douwe Egberts Pure Gold coffee (200 g) R119.99

Crystal Valley salted butter (500 gr) R47.99

Nature’s Garden mixed veg (2,5kg) R25.99

30 Large eggs R49.99

Stork Country Spread 1kg R29.99 

Dewfresh milk 6×1 Litre R69.99 (R11.99 ea)

Gordons Gin 750ml R99.99

Hunters Dry 12x440ml Cans R129.99  

30 Extra large eggs R44.99  

Ultra Mel Custard 1 Litre R22.99

Enterprise Back Bacon 200gr R23.99

Fresh chicken breast fillets (R59.99/kg

Huletts white sugar (2.5 kg) R39.99

Lipton ice tea (1,5 litre) R17.99

King Steer burger R64.90, Regular chips: R15.90  2019

95 Octane petrol R14.08, (/02/03/2019)

4 Finger Kitkat R8.99

48 Beacon Mallow Eggs R79.99

Tabasco Sauce (60ml) R38.99

 

Random Images

DRW © 2019. Created 07/03/2019

Updated: 24/03/2019 — 14:03

Remember the Mendi

HMT Mendi (21/02/1917)

On 21 February 1917, South Africa lost some 607 African volunteers en route to the battlefields of France when their troopship; HMT Mendi, was in a collision with the SS Darro off St Catherine’s Point on the Isle of Wight. The resulting death toll was high; of the 802 SANLC troops on board some 607 men of the South African contingent perished, as did 30 members of her crew.  The 4230 GRT Mendi (Official number 120875), was owned by the British & African Steam Navigation Company Limited. which was part of Elder, Dempster and Company. She was 370 ft long with a beam of 46 ft and was built by Alexander Stephen & Sons, Glasgow. She was fitted with triple expansion steam engines that gave her a maximum speed of 13 knots.

Model of the SS Mendi by Buddy Bacon, in Simonstown Naval Museum. Used with permission.

On 10 April 2013, while I was in Southampton I decided to visit Hollybrook Cemetery and the Hollybrook Memorial to the missing. 
 

 
This particular memorial at Hollybrook commemorates by name almost 1900 servicemen and women of the Commonwealth land and air forces whose graves are not known, many of whom were lost in transports, torpedoed or mined in home waters. The memorial also bears the names of those who were lost or buried at sea or who died at home but whose bodies could not be recovered for burial.  
 
Sadly, all that is left of their lives is their names on a plaque. And I think that in this case, there is a small piece of England that is uniquely South African. They were men that came from the tip of Africa, to participate as non combatants in a war that they knew nothing about, and they died far from their homes, never reaching their destination, but remaining here, far from the sunshine that was now fading as I took my last few photographs. But if I do think about it, these men were never really forgotten, their families remembered them, and their comrades, but they too have passed on, and  that duty has been passed on to us, a generation of ex-servicemen who also served their country. 
 
However, in a shocking newspaper article on the 17th of February it was revealed that “The department of military veterans has withdrawn support for an “imperial” commemoration of a World War 1 shipping disaster in which 646 mainly black South Africans died” 
A retired senior military officer this week described the department’s decision as “abominable and a disgrace”. He said: “This means no military band or guards in fact no formal military presence at a memorial for South Africans who died on service in war.”
(Article in the Sunday Times 17 February 2019 Front page.) 
 
The stance has drawn severe criticism from veterans and organisations, and sadly the Mendi is once again just a porn in a game called political correctness and white washing of history. 
 

At the going down of the sun, and in the morning

We Will Remember Them.


DRW © 2019. Created 18/02/2019. 

Updated: 24/03/2019 — 13:58

Remembering SAS President Kruger

One of three sister ships (President Steyn, Pretorius and Kruger),  was a Type 12 Frigate, acquired by the South African Navy in the 1960’s. Built in the United Kingdom, she was launched on 20 October 1960 from the Yarrow Shipbuilders, Scotstoun.

SAS President Kruger (F150)

On 18 February 1982, the vessel was conducting anti-submarine exercises with her sister ship the SAS President Pretorius, the submarine SAS Emily Hobhouse and the replenishment ship SAS Tafelberg.

SAS Tafelberg replenishing a frigate (source unknown)

The President Kruger was stationed on the Tafelberg’s port side between 10 and 330 degrees, while the the President Pretorius had a reciprocal box on the starboard side. At approximately 4 am, the whole formation had to change direction by 154 degrees which would result in an almost complete reversal in direction. To maintain station the frigates would change direction first to maintain their positions ahead of the  Tafelberg on the new heading. President Kruger had two possible options: turn 200 degrees to port, or 154 degrees to starboard. The starboard turn was a much smaller one but was much more dangerous as it involved  turning towards the Pretorius and Tafelberg.  

The officer of the watch elected to make the starboard turn, initiating 10 a degree turn. that had a larger radius and would take longer to execute than a 15 degree turn, Critically while executing the turn, the operations room lost radar contact with the Tafelberg in the radar clutter. An argument ensued between the officer of the watch and the principal warfare officer over the degree of wheel to apply, it was however too late and the bows of the much bigger Tafelberg impacted the President Kruger on her port side.

The President Kruger sank 78 nautical miles (144 km) south west of Cape Point, with the loss of  16 lives. Because the impact was in the senior ratings mess most of the casualties were Petty Officers which impacted on the Navy due to the loss of so many senior ratings.

Roll of Honour:
AB. G.T. Benjamin
CPO J.P. Booysen
 PO. S.P. Bothma
 PO. G.A.F. Brind
 PO R.C. Bulterman
 PO. G.W. De Villiers
 PO. E. Koen
 PO. H. Lotter
 PO. R.A. Mc Master
 PO. R.F. Skeates
 CPO. H.W. Smit
PO. W.R. Smith
 CPO. W.M.G. Van Tonder
 CPO. D. Webb
 PO. M.B.R. Whiteley
 PO. C.J. Wium
 
1982 Naval Casualties at the SADF Wall of Remembrance
At the naval board of inquiry it was found that there was a  lack of seamanship by the captain and officers of the ship. The inquest apportioned blame on the captain and PWO. However none of the officers was court-martialled.
 
There is a comprehensive look at South African naval casualties on the Observation Post blog
 
DRW © 2019. Created 18/02/2019. The ship two images I cannot source. They come from my collection, but I have no idea where the originals came from. If you are the copyright holder please contact me so that I may acknowledge your historic images.

 

Updated: 17/02/2019 — 08:22
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