Page 85 - Bulletin 8 2004

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suburban electrification in South Africa. However, the real trials for this system took
place on the Sea Point line in 1927. Apart from exhaustive testing in the UK the new

motor coaches (EMUs) were to receive a grilling before they went on the Simon’s
Town line in mid-1928. This grilling applied to drivers too, many of whom went on

course and trained onto electrics on the Sea Point line. It must be remembered, too, that

these men were all thoroughbred steam men. Electric traction was foreign and brand
new to them. (I can say proudly that my granddad took up the challenge at 52 and got to

grips with electrification for the last 3 years of his driving career, and in his journals he
comments that he found it an enjoyable challenge). (Fig. 2.38). What remained

necessary for enginemen who became motormen in those days was a thorough
knowledge of their machine! Thus, on electrics the different circuits (HT and LT) had to

be fully understood, as well as braking, exhausters, MG sets, pantograph eqt.,

resistances, etc. As with steam, drivers were still expected to effect what repairs they
could in event of a breakdown in section, as an efficient service had to be maintained at

all costs. The tool kit that electric train drivers carried in those days was a sizable one

because the units were utterly lacking in the technology we have today and a crude
repair could, in fact, bring a train to its destination.

The transition to electrics was controversial, especially along the coastline from

Muizenberg to Fish Hoek, because the widening and straightening of the line could be
achieved only be expanding into the coastal zone. Local communities mobilised to

prevent the loss of pocket beaches and other familiar rocky features. The following

passage, reprinted from the Mayor’s Minutes of the Corporation of the City of Cape
Town 1925 – 26, summarises the local concerns and the SAR & H response.