In December 1836, Lord Glenelg authorized the creation of a harbor board for Table Bay with power to collect wharfage charges, to borrow money on security of such charges and to complete the stone pier, on which work had been suspended in1833. The unofficial members of the Legislative Council objected to this scheme, advocating that the government should construct two or three cheap jetties which would serve the purpose of trade until a more comprehensive scheme could be undertaken. This course was adopted and two jetties were built at the foot of Bree Street, one costing £1404, the other costing £7479.
After the opening of the second jetty for use on 1 June 1842, nothing further was done as regards harbor works until 27 June 1844, when the Legislative Council passed a resolution requesting the Governor to appoint a board to report upon “the practicability, advantage and probable expense of constructing a breakwater in Table Bay”.
As a direct result of the decision taken by the Legislative Council, a commission consisting of four persons was appointed on 15 August 1844, being entrusted to investigate, inter alia, the practicability of making Table Bay a safe harbor.
The recommendations of the commission were forwarded to the Secretary of State by the Governor who proposed that a board of commissioners for the improvement of the harbours of the Colony, with powers similar to those of Road Boards, should be appointed.
The Governor’s proposals were favourably considered by the Lords Commissioners of the Admiralty and at the same time the Imperial Government declared itself willing to grant the Colony a loan for the construction of a breakwater. The Colonial Government availed itself of this offer by passing Ordinance No 21 on 29 October 1847, which provided for the appointment of harbour boards to consist of not less than three and not more than five members.
In terms of this ordinance, the harbour boards were required to submit reports to the Governor in regard to works considered necessary for the improvement of the harbour for which they were appointed and all works completed, and lands reclaimed from the sea were vested in them. The right to make use of public or certain private lands required for harbour improvements was conferred on the boards. The Governor was empowered with the consent of the legislative to authorise the periodic raising of the required funds by means of loans. The boards were authorised to employ engineers, surveyors and other officials and were permitted to establish tolls and rates for the use of piers, harbours, quays, etc.
Ordinance No 1 of 1848 made provision for the construction of a “sea wall” in Table Bay and on 26 July of that year William Field, JB Ebden, W Billingsley, James Searight and John Stein were appointed “commissioners for improving the port and harbour of Table Bay”, with William Field being appointed chairman. The first meeting of the board was held on 29 July 1848 at the Custom’s House.
During the first years of the Board’s administration various minor works were undertaken, such as the erection of new jetties and wharfs.
From 1854 the Colonial Government began to give serious consideration to the question of the improvement of Table Bay. Various schemes were proposed but it was not until 1860 that a design for a breakwater, an inner dock and outer basin, estimated to cost £399,000 and submitted by John Coode, an eminent harbour engineer, was approved by Parliament.
Subsequent to the approval by Parliament of Coode’s scheme, Act No 6 of 1860 was passed, which made provision for the borrowing of £200,000 for the construction of a breakwater and for the appointment of a board of commissioners to consist of seven persons, charged with the supervision of the work and with the administration of the properties, funds and revenues connected with the harbour. The new board was appointed on 13 August 1860.
The construction of the breakwater was commenced on 17 September 1860 and the following year the Board was authorised to commence building the docks.
On completion of one of the docks in 1868, it consequently became necessary to regulate the trade of the harbour and the use of the docks. This objective was realised by the passing of Act No 18 of 1868 which entrusted the management of the docks to the Harbour Board appointed in August 1860. In terms of this act, the Board could appoint officers and frame regulations.
In view of the fact that the levying of wharfage dues on goods landed and shipped gave rise to certain complications, the board recommended that a tonnage duty be substituted. This recommendation was given effect by the passing of Act No 22 of 1872 which also altered the constitution of the Board by reducing the number of members from seven to five.
In terms of Act No 26 of 1881 the management of the docks and the breakwater as well as any further works of construction or maintenance were entrusted to a board of seven commissioners styled the “Table Bay Harbour Board”, four of whom were to be appointed by the Governor. Of these four nominee members no more than two could be persons holding offices of profit under the Crown. The elective members were returned by a constituency of importers and exporters of merchandise in Cape Town, who had voting powers according to the amount of dock dues paid, in the proportion of one vote for every £100 of dues.
The nominee members were to hold office during pleasure whereas the elective members had to vacate their seats in rotation, each member sitting for two years and being eligible for re-election. Each member was to receive £1 for each meeting attended which was not to exceed £100 in any one year.
In terms of Act No 11 of 1890 the mayor of Cape Town was an ex officio member of the board during his period of office.
Under the general sanction of the government through the Commissioner of Crown Lands and Public Works, the commissioners of the Board had direct control over the administration of their funds.
Under the provisions of Act No 36 of 1896, a board of seven commissioners was established for each of the harbours of Table Bay, Port Elizabeth and East London. Three of the members were appointed by the Governor and two were elected by a constituency specially constituted under the act. Of the remaining two members in respect of the Table Bay Harbour Board, the mayor or the deputy mayor of Cape Town was a member. The other member was elected by the Cape Town Chamber of Commerce. The same procedure applied to the other two harbour boards.
In terms of the “Harbour Control Act” of 1908 the harbour boards at Cape Town, Port Elizabeth and East London were abolished as from 1 January 1909, the administration of the harbours being placed under the Cape Government Railways. At the same time provision was made for the establishment of advisory boards for the harbours.
The Port Captain and other Officials:
After the passing of Act No 18 of 1868 the port captain was also appointed dock master. This arrangement did not meet the approval of the Board who warned the Governor of the inconvenience that might eventually arise from the amalgamation of posts. As the trade of the port increased the need for placing the docks on a more satisfactory footing led to further representation being made by the Board to government. Eventually the virtual abolition of the dual office of port captain and dock superintendent was obtained and in March 1876 an officer with the latter designation was appointed, being charged with the entire superintendence of the working of the docks and the control of shipping.
From 1 April 1886, the department of the port captain and the dock superintendent were once again amalgamated, the incumbent of the office being appointed both dock superintendent and port captain.
Owing to the extent of the harbour works under construction and the increased trade of the docks the Board decided in 1882 to relieve the resident engineer of all supervision over the Maintenance Department and from 1883 there were two departments, a Department of Construction and a Department of Maintenance, each under an engineer. This arrangement continued until August 1884 when the two aforementioned departments were amalgamated.
The designation “resident engineer” was altered in 1897(28) to “engineer-in-chief” and in 1900 to “engineer-to-the-board”.
Act No 36 of 1896 conferred on the Table Bay Harbour Board the right to appoint, subject to the approval of the Governor, the port captain for Table Bay. This official, although under the control of the Board, was responsible to the Governor on all matters relating to quarantine laws and regulations.
On 23 November 1901 the Table Bay Harbour Board decided to appoint a general manager who would have control of the working and administration of all departments. Mr RH Hammersley Heenan was appointed to the office and Mr Frank Robb was appointed assistant general manager and secretary.(30) In September 1902 Mr Hammersley Heenan was appointed general manager and engineer-in-chief. Owing to the discontinuance of all construction work and the depressed financial situation, the office of the general manager was abolished on 28 February 1907.
