Page 94 - Bulletin 8 2004

91

The transition from steam to electric was also fascinating. The motor coaches took time
to be equipped and put into service. Thus, the trailer coaches were hauled by steam

engines, too, as an interim measure. Then, as electrification was completed in stages,
firstly to Retreat, then to Fish Hoek, and finally to Simon’s Town, the trains all ran to

the steam schedule. They ran alternately – one steam train–one electric train - until the

full complement of motor coaches was available. By October 1928 the full electric
service was running to Simon’s Town. It was well liked but the motor coaches were

renowned for vibrating and being noisy. There was also a much talked-about jolt when
the driver notched through from series to parallel on the controller. These conditions

have been refined today.

During 1929 a unique but short-lived service was offered that made it possible to travel

from Sea Point to Kalk Bay or Fish Hoek on the same train. (Fig. 2.45).

In the meantime the line saw much steam because of the large quantity of goods being

moved in those days. There were farming, timber yards, the Naval Dockyard, and
Marine Oil at Glencairn, to mention just the bigger industries. Sidings were all heavily

used and generally not electrified. The only electrified sidings were the stabling sidings,
of which Kalk Bay even boasted two.

th
th
The 6 Class continued the goods work for many years and later the 10 Classes began
th
to be used as they were withdrawn from the Strand and Stellenbosch lines. 8 Classes
also made their appearance on occasions and later became well known for working
special trains. (Figs. 2.46 & 2.47).

There was still the occasional tragedy and one such took place at Kalk Bay in February

1928 involving a steam engine going onto the turn-table.