The classic car market in South Africa is booming.
Well, that is the opinion of the newly launched “Classic Car Passion South Africa”, a source of information for classic car enthusiasts. “Affordable classics have grown for the last seven years – even last year,” says John Tallodi of Classic Car Passion South Africa.
The Money Show’s Bruce Whitfield interviewed John Tallodi, Managing Director at Classic Car Passion. ‘We just launched the South African branch of Classic Car Passion. It’s been going for 12 years in Europe. It brings together classic car fans… We offer events, cars for sale, news items specifically for South African classic car fans…Classic cars are a highly investable alternative asset class, and South African investors – especially at the lower end of the market – are piling in.’
If you buy right, it can be financially beneficial… The Hagerty Index tracks various classic cars over years. ‘Affordable classics’ have grown for the last seven years – even last year. These are vehicles between R300 000 and R600 000. On Line classic car purchasing at auctions have grown hugely in the last year. People stuck at home, looking to invest in something slightly different. The VW Beetle is proving very popular. There are lots of parts for it… and it won’t break the bank if something goes wrong.
The Beetle is definitely riding a wave right now, and affordable classics might become the answer to the question of how to attract younger people to the Classic car movement. Ford Escorts are another Marque that is seeing lots of interest right now, along with Cortinas of all types. Sheridan Renfield of Sedgefield Classic cars can’t get enough of the Escort and is exporting many to the UK. From the almost frenetic activity on Facebook advertising, Gumtree and the like, Mercedes Benz saloons of all decades have also become sought after as have the BMW saloons of the 80’s and 90’s. If you have some spare cash to invest, you might want to invest or speculate?
By Dennis Cook
Brian Gibson has not allowed the lockdown to slow him down. As was previously reported, he purchased a 1947 Triumph Roadster from HOCASC last year that was in the (late?) Bert Scheepers collection. It is a magnificent car, a model now seldom seen, and we can’t wait to see it displayed at the next Knysna Motor Show. Brian also completed the chassis up restoration of a beautiful TR3A.
Brian has recently purchased an industrial unit in Knysna to store his ever-growing collection of Triumphs (and BMW’s). Over the past months of lockdown Brian has refurbished the building and now has a fully equipped workshop, office and meeting room. Brian has now completed 2 beautifully rebuilt sidescreens- a TR2 known as “Mathilda” and a TR3A known as “Minty”. Brian’s workshop is very conveniently situated near his major service providers While I visited Brian last week his local body shop delivered his next TR, a matching numbers TR2, by simply pushing it up the road. Here is a pic of Brian taking delivery. In a dark Green colour that is almost Black, with Tan leather trim planned, it is going to be magnificent car. (all his cars have names but, I did not ask if this one will be called “darky”) 😊
HEALEY FOR THE ROAD OR WATER
By Trevor Holland- our retired Austin man from snowbound Austria
The link between Healey as a performance car or boat took me back to my youth and holidays in Cornwall learning how to water ski being pulled along by a Healey speed boat. Donald Healey sports cars are well known and documented but his other company — Donald Healey Marine — building speed boats on a commercial basis is less well known . This company was set up in the mid 1950’s ; initially building outboard engined boats and then on to inboard engined boats . The company closed down in 1961 after building approx. 1750 boats including trailers .The actual number is not very well documented as record keeping was not computerised in those days.
Some boats of interest that were produced:
Healey 55 — powered by a 1489cc MGA engine
Healey 75 — again powered by an MG engine of 1588cc
Healey 707 — powered by a 2912 cc big Healey engine .. This boat was propelled by a Dowty Marine Jet Drive rather than a propeller .
Donald Healey with one of his boats
Donald Healy and Stirling Moss
South Africa had links with Healey cars because some were built in the Blackheath Factory .
Big Healey ( 1957 / 62 )—- approx 340 built
AH sprite ( Frog eye ) ( 1958 / 62 ) —- approx 335 built
MGA s of course were built by Motor Assemblies Ltd Durban ( approx 750 in total )
Having touched on Healey what about the Healey 1000 ( 1000 not 100 ) — but that’s another story .
Historic Vehicles & Wellbeing
By Roger King in The Magazine of the Federation of British Historic Vehicle Clubs
These are, undoubtedly, exceptional times. For the last nine months or more, all of our lives have been changed to some extent by the SARS virus Covid-19. Everyone was affected by the nationwide lockdown that started in March, and despite some relaxing of restrictions in recent weeks the situation is showing little sign of improving, with many parts of the country heading back into restrictions on movement, social interaction and work activities. The effects of Covid-19 have not only been physical. There is growing evidence of how the way we are having to live now can affect our mental health, ranging from the fear of infection or the loss of employment to suffering the destructive effects of loneliness and depression. To some extent, the historic vehicle movement has coped with this extremely well, with the sector’s magazines and specialist press full of reports of long-stalled restorations moving ahead as owners have nothing else to do. Many parts suppliers and restoration companies have reported a boom in sales, which serves to emphasize how important historic vehicles are for the economy. This is great news, but I’d like to take a look at the part played by our hobby from a different perspective – has it benefitted the individual owner’s health and, if so, how? Has it helped to build a sense of wellbeing? ‘Wellbeing’ is not just another medical buzzword of the moment. It is an important element of a well-balanced, healthy life, the maintenance of which is not as simple as it used to be as society, ways of working and cultural and social interactions undergo inexorable change. The part played by active involvement in the classic vehicle movement in supporting wellbeing was known to be important before the current crisis arose – but now, for some, it has become a lifeline. The NHS website lists five steps to mental wellbeing:
- Connecting with other people
- Being physically active
- Learning new skills
- Giving to others and
- Mindfulness (paying attention to the present moment).
Public Health England have recommended taking up a hobby or learning a new skill as a way of managing mental health whilst isolating. Dr Daisy Fancourt, associate professor of psychobiology and epidemiology at University College London, says that active involvement in a hobby can improve wellbeing in three ways: ‘Creative hobbies and learning new skills can help by distracting people from their worries; it can help people come to terms with or reappraise things and get a new perspective; plus it can really boost confidence and self-esteem.’ Fancourt is leading the Covid-19 Social Study, which is tracking levels of anxiety, depression, loneliness, domestic abuse and wellbeing across 90,000 participants and reports to the government, WHO and PHE. ‘A sense of purpose is linked in with longevity, better immune function, and better physical and mental health,’ she adds. ‘But it’s quite hard to find purpose if people have been locked down, for example, so volunteering or creative activities can give people a huge boost.’ Active interest in historic vehicles, ranging from carrying out historical research to teaching yourself to weld, is an excellent example of this kind of self-administered therapy. There have been some great stories in the classic press and club magazines of jobs done and the resurrection of stagnant projects under lockdown, but appealing as restoration diaries are, it would be really helpful to understand how our hobby has helped the mental health of our members over the last nine months. Some may feel benefit from simply shutting themselves in the workshop for a few hours, others may have more serious stories to tell. If you feel able, or willing, to share any mental health benefits you have gained from working on or with historic vehicles this year, we would be very grateful to hear your story. Any submissions will be treated with complete anonymity, and any personal accounts anonymized. The aim is to build a body of evidence of the positive effects of historic vehicles on mental health, demonstrating yet another aspect of why what we do is so.
Tim Le Feuvre who now lives in Hermanus, although he remains a member, says : Below are excerpts from an article written by a member of the Logan family with whom we were very friendly and with who as a teenager I spent many holidays and weekends at Hangklip.
On our GRMC “Summer Holiday” tour, in motoring from Kleinmond & Bettys Bay to Gordons Bay, we drove around the back of the mountain section called Hangklip. Had there been a road around the sea side of the Klip, one would have been able to see the old RADAR station and the staff accommodation barracks referred to in this account as the now ‘Hangklip Hotel”.
By John Logan
I have been persuaded to write some notes about Hangklip by several references I have read recently dealing with The Hangklip Hotel. Much source material has been lost over the years and, if my memory of dates has failed me, I can only say ‘peccavi, I have sinned and ask that any corrections that seem relevant be passed back to me. In the course of his duties my father Mr H Logan, became friendly with Brig. P.F. van der Hoven, O.C. Cape Command and, through him, several senior officers in the Navy and Air Force of the Union Defence Force.
Shortly before World War II broke out in 1939 my father met and befriended Jack Clarence, the moving spirit behind the Hangklip Beach Estates Ltd Company. This company had been set up by Jack, Harold Porter and Arthur Youlden (the father of ‘Betty’ who gave her name to Betty’s Bay ) to buy up the five farms that included all the land from about 10 miles up the Palmiet River and the Oudebos farm to the end of Rooi Els at the point where the river flows on the beach.
When the war ended in 1945, many of the buildings which had been erected around the coast to house top-secret radar installations were stripped of their contents and allowed to lie unsecured. One of these was the station at Hangklip, called Silversands. Interestingly, the diesel generators which once powered the radar transmitters and the other plant at Silversands, as well as the associated camps that housed staff, were stripped out and sent to Bloemfontein for storage where, a few months later, they were all destroyed by fire! The heavy duty power lines leading from Silversands to the other constructions at Hangklip were also removed – and vanished!
My father was given permission by Jack Clarence and the UDF to occupy the derelict Silversands RADAR station provided he made himself responsible for its upkeep and that of the access road. His intention was to use the station as a storage site for the materials he had begun to accumulate for his construction work at Rooi Els. His family’s aim was to use the place as often as possible during holidays to visit the nearby beaches !
The one man who contributed more to the development of the area around Hangklip than anyone else was Jack Clarence. Gerald John Vaughan Clarence (1886 – 1950) was the youngest of nine children; his father was the son of a pioneer who had gone prospecting in Central Africa, where he died. Jack was born on a sugar estate in Natal where his father died when Jack was three. The family was brought up by a grand and wonderful lady; his mother. To the end of his life, Jack paid tribute to the values with which she had imbued him and which events have confirmed the strength of his character. Jack Clarence had an interesting career. He was educated at St John’s College in Johannesburg at a time when that school was housed in a small corrugated iron building. He went on to study engineering at the School of Mines (later the University of the Witwatersrand) from which he gained his understanding of civil engineering and a very decided set of values. For twenty years thereafter he followed a career with one of the biggest mining houses, gaining a reputation for being a wizard at share valuations. I learned later that Fortune had smiled on him, too, and in successive years he won both the Irish and Calcutta Sweepstakes.
In the years leading up to World War II the increasing international tension gave rise to the idea of a road from Cape Town to Durban, largely following the coast, to allow rapid deployment of forces to counter any threat to the country from the sea. At that time Jack Clarence had become fully engaged with the creation of the Hangklip Beach Estates (Ltd) and its development of a series of townships with reasonably sized and inexpensive plots enabling the man-in the-street to build a cottage to which he could eventually retire. In early days, road access to Hangklip involved a long journey over Sir Lowry’s Pass to Kleinmond and thence by pont across the Palmiet, over a very poor gravel road to Rooi Els.
Jack Clarence realised the vital importance of creating a more convenient means of accessing the Hangklip Estate by a new road by the shortest possible route from Cape Town to Hangklip and decided that this would best be achieved by extending the existing coastal road from Gordon’s Bay to the bridge over the Steenbras river, on to Rooi Els, via Kogel Bay and then to upgrade the gravel road system at Hangklip.
When World War II War broke out in 1939 there was much political upset as far as South Africa’s potential as Britain’s ally was concerned but eventually General Smuts (as he then was) proved victorious and South Africa declared war against Germany. One of the tasks undertaken by the Union Defence Force (U.D.F) was the protection of the essential – and vulnerable – sea route around the Cape, vital for Allied communications, the Suez Canal having become being unavailable through the Italian aggression in North and East Africa. At that time Britain asked Commonwealth members to co-operate in the use of “certain technical developments”. These were, of course, the early experiments and tests being conducted at Bawdsey in England that led to top-secret RADAR.
Early in September 1939 General Smuts approached Dr Basil Schonland , Director of the Bernard Price Institute for Geophysical Research at Wits University to prepare for the use of radar. The full story of the development of radar in South Africa has yet to be written and it is probable that this vital contribution to the Allies Victory in 1945 will remain largely unknown as so much detail about early work was hidden under the mask of Secrecy. However, the upshot of this work was that a small team of wireless scientists in Johannesburg including Dr’s Bozzoli from Wits, Dr W.F. Phillips from Natal and F.J Hewitt from Rhodes were deputed to construct a radar apparatus for training in anticipation of the arrival of the finished product from Britain.
Finally, in great secrecy, the test equipment built by this team produced a weak echo from the water tower at Northcliff. From this point improvements followed rapidly and usable equipments were manufactured under the code name “JB”, the first model being installed at Mambrui, North of Mombasa. On 14th May 1941 equipment was sent from Johannesburg and set up for test on Signal Hill. By this time those scientists and technical personnel forming the early developers of radar had been grouped in a military unit known as the Special Signals Services, a division of the South African Corps of Signals with Colonel F Collins in command. In 1942 twelve locally produced radar sets were installed near Cape Town, East London and Durban.
Coastal Radar was vital and a series of stations housing the transmitters and supporting staff had to be constructed at selected spots around the coast. One of these was at Hangklip (called the Silversands station) and the urgency of an improved road to be built along the coast to access this site and others nearby, it became pressing.
With support from the UDF, the Cape Provincial Administration commenced building this road in 1940. Using native (black) labour, the whole project was controlled by a Provincial Engineer by the name of Jan de Reuck. The route the road was to take along the steep sides of the coastal mountain road was the subject of debate. Jack Clarence’s knowledge of civil engineering now came to the fore. He deplored the design of the coastal Road from Gordons Bay to the Steenbras river mouth, contending that, as it lacked contour planning, it had a number of peaks and lower elevations which underwent erosion and damage during storms.
Eventually it was agreed that the new road from Steenbras to Rooi Els was to have two major high points, the first section of the road gradually rising to its highest elevation about half way between Steenbras and Kogel Bay before following a path down to the beach level at Kogel Bay. From that point the roadway rose again, to another peak before returning to beach level at Rooi Els where a new bridge was to be constructed over the Rooi Els river to replace an older timber bridge connected to the original rather elementary road system at Hangklip. Jack Clarence’s vision and drive in getting this plan adopted has produced one the most spectacular coastal roads in the World, rivalling Chapman’s Peak and some Mediterranean routes. The wisdom of his plan also showed its value during the several floods which have taken place over the past seventy years, the worst being 1955 when other roads were totally washed away and the damage to Clarence Drive was not severe. In the present state of the economy where roads much simpler than this cost many millions of Rand per mile, it is interesting to know that the budget for this project ran at 1200 pounds per mile!
War time and financial constraints limited de Reuck’s options and he was expected to build this road with virtually no survey equipment apart from a single theodolite and dumpy level and no heavy plant such as bulldozers and loaders. To ensure the right levels and grade de Reuck used the old Roman TEE rods and measuring tapes. The route includes several quite deep valleys running from the mountain down to the sea. These presented great difficulty and de Reuck was unable to obtain cement and reinforcing steel to bridge these portions. For this reason he decided upon dry stone walling to create paths over the valleys at the same level as the road, thus maintaining the smooth climb and descent principle adopted for the road, as opposed to the frequent ups and downs of the old road to the Steenbras river mouth . These rock supports can still be viewed and it is interesting to note that, here again and in the absence of mechanical cranes and machinery de Reuck used another Roman technique called sheer legs to lift the huge stones into place after they had been rough shaped with cold chisels and hammers.
The roadway near the summit before reaching Rooi Els has an interesting feature. This is the mine shaft visible on the face of the rock. Many years ago, the large black outcrop of rock at this point suggested the presence of Silver. Investors sank a shaft and dug a drive that allowed material excavated material to be dumped down an elementary chute to sea level. The first trial of this system resulted in a huge mass of rock and gravel whizzing down to sea level into the waiting lighter where it broke through the deck of the lighter that promptly sank! Like a similar deposit across False Bay which also prompted the establishment of a mine (at Silvermine) near Fish Hoek, this black mineral failed to prove silver bearing ore which was mainly of Manganese.
At this stage, permit me to quote from a book published in his memory by his wife, Beryl soon after his death in 1950.
“The beginning of that road seemed so small and feeble – a few natives with picks, shovels and a few wheelbarrows and one white man starting on a nine-mile road that was surveyed to pass through thick rock in some places. Jack was delighted and said it was a beginning and that he would not allow anything to stop its steady progress. By constant pressure he got more men and more equipment, more people interested and more money. Even the war did not cause any delay for he found ways, all honest ways, of getting the military to help him.”
Such was the man and this coastal road is a wonderful memorial to Jack Clarence and his vision for the project and to Jan de Reuck for his genius as a constructor. It is sad to note that, when many years later, the Administration agreed to upgrade this route and to acknowledge Jack Clarence as the moving spirit behind the project, no public tribute was made to Jan de Reuck for his contribution. The official reason for this decision was that he was simply doing the job for which he had been paid. Thus bureaucracy rewards its hero’s!
Scenic coastal drive
Reports have emerged to the effect that this road was built by Italian prisoners of War. This is not correct and in any event the progress of the War in its earliest years certainly did not offer a source of labour until much later, after 1942, when thousands of Italians surrendered after the Allies victories in North and East Africa, particularly after project Compass when the mass of prisoners captured became problematic. Many Italian captives were used to build roads and public works after 1942, a singular example being the du Toits Kloof mountain road to Worcester. A significant number of these Italians elected to stay on after the War becoming South African citizens who have continued to make major contributions to the country’s economy.
In fact the labour force available to Jan de Reuck consisted exclusively of black African convicts. In those days the restrictions which the Law applies to this activity today didn’t exist and blacks built this road and much else. At the outset, it seems that the men were transported to site daily from a temporary gaol near Gordon’s Bay. Later this plan involved far too great a delay and an interim gaol was built at Kogel Bay. This was a very primitive structure and evidence of its existence near the point where the stream at Kogel Bay debouches on to the beach has vanished. I remember seeing traces of these buildings early in 1946 when my family travelled out to Hangklip for the first time.
In order to regularise the situation and to make a more permanent place to house this labour force it was decided to build a fairly modern gaol beside the Main Road at Pringle Bay. Eventually this gaol was built and used to house around two hundred convicts. When labour was required for any construction work on the Estate, it became the practice to hire small gangs of convicts from this gaol and, if I remember correctly, they earned five shillings per diem for their work. In addition, a guard was required for any group of more than five convicts and the user was required to provide 10 shillings per guard and food for the group, per day.
When the time came for my father to start work on his land at Rooi Els, he hired groups of convicts of from five to ten members. He became interested in these men and took every possible opportunity to talk to them about their troubles. Most of these convicts had been sentenced to ‘life with hard labour’ which implied that they had committed very serious offences. It became obvious that much labour was likely to be needed both to finish Clarence Drive but also for the upgrading and further building of roads and pipelines at Hangklip. For this reason the Estate built the gaol at Pringle Bay (which was visible on the right as we drove over the river bridge at the Pringle Bay turnoff ). This building housed over two hundred convicts and the staff needed for their control and management.
The huge building consists of a four-square block with the front portion used to house the Gaolers and guards needed for the management of the large number of criminals the place housed. The three remaining blocks contained cells each housing about forty convicts and five smaller cells in a punishment block for recalcitrant or difficult men. In the centre of the building a quadrangle contained a raised platform on which a pipeline system with sprinklers was mounted for convicts to wash their clothes – and themselves. Cold water, of course!
With changes in the Law after 1948 it ceased to be legally acceptable for offenders to be sentenced to hard labour and the Estate could no longer support the cost of housing two hundred convicts without their labour being available. The gaol was therefore abandoned, some years later being bought by the Estate Manager, Mr Roy Makepeace, with the intention of establishing a caravan park and back-packer hostel.
Years later in 1958 when my family was asked to vacate the Radar Station at Hangklip and I had decided to build on our Rooi Els property, we were offered the use of one of the gaoler’s flats as a base from which to work and gave me access to the place which I explored. The gaol had water borne sewerage , of course, and once this became blocked, I had the nasty task of opening up the manholes on the upper level of the septic tank the size of small tennis court to clear the problem. The cost of feeding this number of convicts was a major factor and the land immediately below the gaol and along the bank of the Buffels River was levelled, irrigated and used to produce almost all of the vegetables needed by the labour force. In course of his chats with his convicts (!) father told me that they were very happy with their circumstances and particularly valued the food they ate.
When I came to occupy the gaol (voluntarily!) and was exploring the surrounding land I came across an aqueduct built to bring water from the outflow of the Buffels River Dam to the vegetable lands along the Buffels river bank. As this offered me an interesting project, I decided to repair this water source. Over many weekends, with a long-suffering friend, we worked to fix gaps in the ditch. Success eventually greeted our efforts and a very large amount of water arrived at the gaol one night, when we were having a braai. Lacking much foresight, I had made no arrangement to direct this water if it ever arrived and had not done anything to control what soon became a flood; we had to breach the aqueduct to avoid being washed into the river. As far as I know this aqueduct is still in existence.