Part 18: Cape Suburban: Cape Town Station
System 1, Part 18: The Cape Town Inner-suburban Rail Network and Local Services: Cape Town Station Precinct
Introductory Photo 1: During the morning of 2 January 1962, 5M2A set No. 25 departs on the Up Bellville line as a 4-6-2 Class 10C is busy shunting main line coaches to platform 14. To the extreme right and rarely visible, a Class 4E at the head of 203-Down, the “Trans Karoo” to Johannesburg, awaits departure from platform 15. (Les Pivnic photo).
Compiled by Pieter (“Piet”) Nel, Leith Paxton and Bruno Martin
Please note: All photographs, maps and text in Soul of a Railway are protected by copyright and may not be copied or reproduced in any way for further use without prior permission in writing from the compilers of this series, Les Pivnic, Charlie Lewis and Bruno Martin.
Acknowledgements and thanks
In alphabetical order, the following contributors are acknowledged and thanked for their valuable inputs:
Andrew Deacon; Bruno Martin; Charlie Lewis; Clive Kirkwood (University of Cape Town (UCT) Libraries); Erika le Roux (Western Cape Archives (WCARS)); Johannes Haarhoff (Digital Rail Images South Africa (DRISA)); John Carter; John Wyllie; Leith Paxton; Les Pivnic; Lionel Penning; Pierre de Wet; Piet Nel; and last but not least, a special word of thanks to Yolanda Meyer (Transnet Heritage Library (THL)).
Our sincere apologies to anyone that should have been acknowledged but was unintentionally missed out.
Introduction
Locality and definition
The location of Cape Town station in relation to the lines radiating there from is shown on Bruno Martin’s map in Figure 1 below, which indicate the importance thereof as a major transportation hub:
Figure 1: Map of the Cape Town Inner-suburban Rail Network illustrating lines (past and present) radiating from Cape Town station.
For the purposes of Part 18, the Cape Town station precinct is defined as the railway complex between the main terminus station and the Woodstock / Esplanade stations, and the portion bordered by the Port of Cape Town as shown in the 1975 aerial view depicted in Introductory Photo 2 below:
Introductory photo 2: Aerial view in 1975 of the Cape Town station precinct extending from the Woodstock / Esplanade area in the near distance towards the Cape Town central business district in the far distance, with Signal Hill forming a backdrop. Major landmarks are as follows: A: Cape Town new station (24 passenger and 2 parcel platforms); B: Simonstown line staging yard; C: Culemborg goods depot; D: Elevated Freeway (under construction); E: Suburban line fly-over enabling two Up and Down lines between the main terminus and Woodstock station to improve operational flexibility and ease conflicting movements; F: Cape Flats line staging yard; G: Bellville lines staging yard; H: Former Fort Knokke site; I: Cape Town mainline passenger yard and catering facilities; J: Port of Cape Town (Duncan Dock); K: Woodstock station (6 platforms); L: Esplanade station (4 through platforms and 1 bay platform); M: Culemborg goods sorting yard; N: N1 Highway; O: Church Street; P: Original Main and Suburban lines – from left to right the Simonstown Up and Down lines, then the shared Bellville/Cape Flats/ Langa (via Pinelands) Up and Down lines; Q: Craigs Battery private siding complex; R: Avoiding (Relief) lines – from left to right the Nyanga (via Woltemade) Up and Down lines, then the Up and Down Main lines; S: Head shunt of Salt River works (former junction of the Milnerton line, of which the junction was also known as Craig’s Crossing). (Transnet Heritage Library (THL)).
Brief history of ownership and railway development, and the influence thereof on the development of the Cape Town station precinct
The Private Railways era: early 1860’s - 1873/ 1898
The first Cape Town railway station was established in the early 1860’s by the Cape Town, Wellington & Dock Railway Company employing standard gauge (4’ 8.5’’/ 1 435 mm) for their line to Wellington.
In 1865 standard gauge trains from Wynberg started to arrive in Cape Town after a lease agreement was concluded between the Wynberg Railway Company and the Cape Town, Wellington & Dock Railway Company.
In 1892 a passenger railway line between Cape Town (Monument) and Sea Point was opened by the Metropolitan and Suburban Railway Company employing a track gauge of 3’ 6’’/ 1065 mm. Due to financial difficulities, operations ceased in 1898, whereafter the line lay dormant until it was taken over by the Cape Government Railways in 1905 (see below) .
The Cape Government Railways era: 1873 - 1910
The Cape Government Railways was established in 1873 and acquired ownership and operations of the Cape Town - Wellington line, while in the same year a lease agreement was concluded with the Wynberg Railway Company.
At that stage re-gauging of the complete Cape Town rail network to 3’ 6’’/ 1065 mm was progressing rapidly to ensure compatibility with the rail extension inland from Wellington, which in turn led to this track gauge becoming the adopted engineering standard for most railway development in Southern Africa.
In 1875 a rail link was established with the Cape Town harbour that joined the rail system at Monument, a station that was situated on the seaward side of the Cape Town main station, and which became the terminus of the Sea Point line in later years.
Further acquisitions by the Cape Government Railways followed in the following order: 1876: Salt River – Wynberg acquired from the Wynberg Railway Company; 1905: Monument (Cape Town) – Sea Point after the line had been dormant since 1898; and 1908: Maitland – Ottery acquired from a Private Company which had established and operated this line since 1904.
Due to urban sprawl, train services were introduced to the following places as an extension of the Cape Town suburban network: 1890: Simonstown; and 1904: Milnerton (built by Milnerton Estates).
The South African Railways & Harbours (SAR & H) era: 1910 – 1981
The South African Railways & Harbours were established in 1910 and took over ownership and operations of the network until 1981. During their tenure, the Cape Town railway network was developed into an extensive system to serve the transportation needs of the city’s growing population and demands for consumer goods locally and abroad. Major achievements during this period included:
1910 – 1945:
This era was characterised among other by the further development of the Cape Town station and inner-suburban rail network, of which the electrification thereof at 1500 Volts Direct Current (DC) and the provision of colour light signalling were major undertakings during the period 1927-1939 on the following lines: Sea Point line ex-Monument and the Salt River electric running sheds (1927); Simonstown line (1928); Bellville line (1933); Cape Flats line (1933); and Langa line (1939). The Sea Point line thus became the first suburban line to be electrified in South Africa for use by EMU’s, in this instance the wooden-bodied type 1M1 sets.
Other significant works included the provision of the Avoiding (Relief) line between Cape Town and Woltemade in 1931, and the relocation of the Tennant Street steam locomotive depot to Paarden Eiland in 1932.
An undertaking which had a major impact on enlarging Cape Town’s footprint and subsequent railway development occurred in the 1930’s and 1940’s with the expansion of the Cape Town harbour (Duncan Dock), which among other entailed a large tract of land reclaimed from Table Bay.
1945– 1981:
This era was characterised among other by the provision of a new marshalling yard with rail connections to the Duncan Dock and Avoiding line at Paarden Eiland in 1953. This was followed by re-electrifying the inner-suburban rail network during 1953-54 at 3000 Volts (DC) to make the system compatible with the mainline electrification from Bellville to Touwsrivier. At the same time modernisation and expansion of the Salt River electric running sheds were undertaken to cater for main line locomotives and the increased number of suburban sets. The re-electrifying project also brought about the replacement of type 1M1 motorcoaches with steel-bodied type 4M1 and 4M2 motorcoaches.
During 1959-1966 the old Cape Town station was replaced with new facilities, with the last train having departed from the old station at 14:00 on 13 June 1964. The new station construction was preceded by major enabling works on the reclaimed foreshore which included the following: the relocation of the goods yard and supporting facilities nearby to what became known as the Culemborg goods depot, and linking the sorting yard thereof with the Paarden Eiland marshalling yard; the relocation of the mainline passenger yard and catering facilities to a point immediately south-east of the new station and next to Culemborg; and the relocation of administration facilities from the old station building to a new System Managers’s office that became known as the Paul Sauer building at that time.
In 1959 the electrified service to Langa was extended to Nyanga, which was followed with the provision of a new double electrified line parallel to the Cape Town – Woltemade Avoiding line, and the extension thereof to Langa in 1962-1963. Langa then became a junction station for the service operating via Pinelands. This in turn was followed with the provision of a new single electrified line between Bonteheuwel (station on the Nyanga line), and Kasselsvlei junction (situated on the Bellville – Eerste River line).
This era was also characterized with the introduction of locally manufactured type 5M2A all steel suburban trainsets with remote controlled sliding doors in the early 1960’s, with diesel locomotives starting to appear in the mid 1970’s as a replacement for steam locomotives.
New double electrified lines were provided in 1980 on the Nyanga – Philippi and Kensington – Bellville (via Monte Vista) sections, with a new junction provided at Windemere on the latter section for the Chempet Line.
The South African Transport Services (SATS) era: 1981 – 1990
In 1981 the South African Railways & Harbours became the South African Transport Services.
During this era steam locomotives were finally phased out in Cape Town in 1982, with the Paarden Eiland steam depot closing and the facilities demolished soon thereafter.
Major rail developments initiated by the former SAR & H continued with the extension of the Central line to Kapteinsklip and Khayelitsha, with a new electric running shed provided for Central line trainsets at Paarden Eiland on part of the former steam depot’s site. Part of these developments included the Woodstock – Salt River sextupling; quadrupling of the sections Salt River- Maitland- Pinelands (at the former Rapenburg station), and Langa – Bonteheuwel - Philippi; the remodelling of Maitland station; and the provision of a fly-over at Maitland for the Cape Flats and Langa lines to pass over the Belville lines.
The aforementioned improved operational efficiency at Cape Town station with the switching around of the station platforms and staging for the Bellville and Cape Flats / Langa (via Pinelands) services. The longer trains up to 14 coaches (type 5M2A) and 12 coaches (types 6M/7M/8M introduced during this period) operating on the Langa (via Pinelands and Avoiding line) routes, and further down the Central line, could now be accommodated at the longer Cape Town Station platforms without at-grade crossing of the Bellville lines at Maitland.
Further improvements entailed the provision of a double electrified line from Windemere to the Container Terminal at the Port of Cape Town; the extension of the Chempet line to Atlantis; and the introduction of Centralized Traffic Control (CTC) with partial bi-directional signalling on most of the inner-suburban lines. Due to the magnitude of the CTC Project, the work was completed in the mid-1990’s, except for the Cape Town – Woodstock/Esplanade section that retained its original uni-directional signalling until 2018/19.
The Transnet era: 1990 to date
On 1 April 1990, Transnet was created to take over most of the operations of SATS, except for commuter rail which was transferred to the newly formed South African Rail Commuter Corporation (SARCC).
The Metrorail era: 1996 – 2006
Metrorail was an operating unit of Transnet's rail subsidiary known as Spoornet (now known as Transnet Freight Rail (TFR)). In 1996 Metrorail became a separate business unit of Transnet.
In 2006 ownership of Metrorail was transferred to the South African Rail Commuter Corporation (SARCC), unifying the responsibility for commuter rail.
The South African Rail Commuter Corporation (SARCC) era 1990 – 2008
The SARCC owned commuter rail-related assets, including stations and surrounding land, infrastructure and rolling stock, while Metrorail operated the services from 1996 to 2006.
During this era, design and construction of a new double electrified line were initiated from Khayelitsha to Chris Hani as an extension of the Central line. The completion of this line occurred in 2009/10, which coincided with the formation earlier of the Passenger Rail Agency of South Africa (PRASA) towards the end of 2008.
Other works during this period included the replacement of the ex-1928 steel electrification masts on the Salt River – Simonstown section with modern designs which mostly made use of pre-stressed concrete mass.
On the rollingstock front, stainless steel type 10M3 trainsets were introduced. These originated from the re-building of type 5M2A trainsets to lengthen the service life thereof.
The Passenger Rail Agency of South Africa (PRASA) era: 2008 to date
On 23 December 2008, the SARCC was renamed the Passenger Rail Agency of South Africa, and in subsequent months other assets were transferred to PRASA.
A major undertaking during the period 2013 -2021 was the re-signalling of the entire Cape Town suburban network owned by PRASA with the latest signalling technology to ensure full bi-directional train operations, which now also included the Cape Town – Woodstock/Esplanade sections that previously relied on uni-directional signalling.
The Private Railways era: early 1860’s - 1873/ 1898
1. Testing of the standard gauge tracks south-east of Cape Town station with a locomotive manufactured by R & W Hawthorn & Co circa in 1860. Eight of these locomotives were supplied to the Cape Town, Wellington and Dock Company and were numbered in sequence (No’s. 1- 8) with individual names assigned. Crew comfort did not seem to be top priority in those early days, which soon changed during the first Cape winter storms with the provision of cab roofs to augment the front-facing weather boards. (Leith Paxton Collection).
2. Site plan of Cape Town 1st station showing: A: Train shed with 3 dead-end tracks, 2 platforms and offices; B: Goods platform; C: Locomotive shed and turntable; D: Cape Town Castle. The station was built circa 1861 on the north-east corner of the military parade ground (later known as the "Grand Parade”), and consisted of wood and iron structure referred to as the “cow shed” by local newspapers. (Transnet Heritage Library Collection (THL)).
3. Cape Town 1st station showing rail access at the end elevation with the three swing doors. (Transnet Heritage Library Collection (THL)).
4. Cape Town 1st station under construction circa 1861 showing the wooden frame of the structure. (Transnet Heritage Library Collection (THL)).
5. Cape Town 1st station circa 1862 looking towards town and Signal Hill in the background. Standard gauge track work is in evidence. (Transnet Heritage Library Collection (THL)).
6. Cape Town 1st station circa 1862 looking south-east and showing the goods loading facilities on the left. (Transnet Heritage Library Collection (THL)).
7. Wellington passenger train circa 1862 south east of Cape Town station. The locomotive is one of eight standard gauge locomotives manufactured by R & W Hawthorn & Co in 1860. (Transnet Heritage Library Collection (THL)).
The Cape Government Railways era: 1873 - 1910
8. Cape Town 1st station circa 1874 with the old customs house in the background. Planning for the new station commenced in 1875 as a replacement for this station which had served Cape Town for 14 years at the time. (Transnet Heritage Library Collection (THL).
9.The steel arch train shed for Cape Town 2nd station under construction circa 1876. A standard gauge locomotive roped in for construction purposes stands on dual gauge track adjacent to a temporary platform. The broader gauge track on the right facilitated movement of the arch’s scaffolding as construction progressed (Transnet Heritage Library Collection (THL)).
10. The new station, of which construction commenced in 1876, was built on the same site as the former at the bottom of Adderley Street. The new station was designed in the Victorian style and consisted of a stone-faced brick building that housed the platforms and offices of the Cape Government Railways (CGR), and a steel arch train shed covering the platforms. (Transnet Heritage Library Collection (THL)).
11. Looking from the Imhoff Battery towards the Castle, a standard gauge 2-4-0 side-tank locomotive, is approaching Cape Town station from Wynberg on dual gauge track circa 1876. (Transnet Heritage Library Collection (THL)).
On the re-gauging from 4’8.5” to 3’6”, the Railway Engineer for the Cape Government Railways, Mr W.G. Brounger in his annual report for 1875 stated the following:
“Hitherto the transhipment of all traffic at Wellington has been a requisite, owing to the break of gauge¹. This will now shortly be avoided by the opening of the loop line from Durban Road to Klapmuts station; this line having been constructed on the narrow gauge², and in connection with it, a narrow gauge line of rail has been laid within the broad gauge³ on that part of the Wellington line between Klapmuts and Wellington so as to admit of the narrow gauge rolling stock running through from Wellington to Belleville or Durban Road on the completion of the loop, after which the broad gauge road beyond Klapmuts will be removed, and the rails utilised so far as requisite for the laying of a third rail between Durban Road and Cape Town to accommodate the broad gauge traffic from the Stellenbosch line as well as that of the narrow gauge from Malmesbury and main lines.”
Clarification notes on the annual report:
1. The first part of the Worcester extension beyond Wellington, with a track gauge of 3’6”/ 1065 mm, was opened on 1 September 1875. At the time, the Cape Town - Wellington (via Stellenbosch) section’s track gauge was 4’8.5”/ 1485mm.
2. Narrow gauge refers to 3’6”/1065mm, which became the specification adopted for most railway developments in Southern Africa. This gauge is also known as Cape gauge in Africa.
3. Broad gauge refers to 4’8.5”/ 1485mm, which in the text of this chapter is referred to as “standard gauge”.
4. Re-gauging costs in 1876 amounted to £8,998 4s 10d as per the annual report.
12. The completed Cape Town 2nd station circa 1877 with dual gauge provided at the time. Next to the platform a standard gauge train readies for a departure to Wynberg. The locomotive is No 10, “Ebden”, which was one of three similar locomotives manufactured by R Stephenson & Company to work the Wynberg line from 1864 until standard gauge was phased out in the early 1880’s. (Transnet Heritage Library Collection (THL)).
In his annual report for 1880, the Locomotive Superintendent, Mr. M Stephens reported that: “The shade which the new station affords is of great service to the carriages; but some of the benefit of it has been lost lately, owing to the greatly increased length of the trains caused by the diversion of the traffic from the second to the first-class carriages.”
13. A CGR 1st-class locomotive built 1878-1880 by Avonside & Neilson at a gauge of 3’6”/1065mm, being inspected by senior railway officials in Cape Town. No.35 became SAR class 01 in 1912, the “0” indicating that the locomotive became obsolete at the time and was scrapped soon thereafter. The gentleman in the centre appears to be Mr. C B Elliott, General Manager of the Cape Government Railways, and on the right, Mr. M Stephens, locomotive superintendent of the Cape Government Railways’ Western System from 1875 to 1885. The chimney protruding to the left of No. 35’s tender belongs to one of eight 4’8.5”/ 1485mm gauge locomotives built by Hawthorn & Co in 1859. (Transnet Heritage Library Collection (THL)).
Concerning the standard gauge locomotives, Mr. C B Elliott, General Manager of the Cape Government Railways, stated the following in his Annual Report for 1880:
The eight Wellington locomotives manufactured by Hawthorn & Co in 1859: “3 in fair order for use on the Wynberg line; 1 in need of heavy repairs and not worth repairing, being no longer required; 1 converted into an engine for driving wood machinery; 1 stripped, and the boiler is being fixed to supply steam for the workshop engine, for the sake of economy in fuel it will effect (sic) compared with the boiler now used for the purpose; 2 worn out and broken up.
The three Wynberg tank locomotives manufactured by R. Stephenson & Company: “2 in good order, exclusive of depreciation due to age; 1 in need of a thorough repair (now in progress)”.
14. Re-gauging of track work to 3”6” being finalized at the Cape Town 2nd station approaches circa 1882/83. Looking towards the Castle, a CGR 4-4-0 “Wynberg Tank” locomotive is visible in the background. This type of locomotive was part of a fleet of six locomotives that were manufactured by Neilson & Dubs and placed in service during 1882-1888. (Leith Paxton Collection).
15. A CGR 3rd Class (“four coupled Joy”), manufactured by Nielson and Company for the Cape Government Railways, and placed in service during 1883, is departing from Cape Town's 2nd station. By that time dual gauge had made way for the newly adopted 3’6”/1065mm gauge. (Transnet Heritage Library Collection (THL)).
16. The south-east end of Cape Town 2nd station circa 1896, showing a funeral train for the Bellville Line in the left-most bay platform in front of the train shed. In mid-1894, the station’s trackwork was lifted and relayed to allow for the extension of the existing platforms and 4 additional platforms later. Thereafter work progressed gradually until 4 lines were installed to Salt River. The funeral trains will be further elaborated upon in Part 19. (Transnet Heritage Library Collection (THL)).
17. A CGR 3rd Class “Wynberg Tender” awaits a 10 pm departure from the extended platforms at Cape Town station circa 1903. (University of Cape Town (UCT) Libraries, photo mss_bc1257_013)
18. A CGR 3rd Class “Wynberg Tender” and a Down train passing the Tennant Street locomotive depot, with new signalling installations being installed circa 1905. (Transnet Heritage Library Collection (THL)).
19. In 1905 further improvements were made to facilitate about 250- 300 daily passenger and goods train movements. These, among other, included the provision of a 13-post signal gantry opposite the Castle as shown in the photo with a train approaching on the Down Main/ Bellville line. Another three steam locomotives can also be observed in the background. (University of Cape Town (UCT) Libraries, photo mss_bc1257_006A).
20. A new signal cabin was also provided in 1905 at the eastern-end of the mainline platforms. The photo shows this signal cabin between platforms 7 and 8, and a locomotive water tank and spout on the platform 6 line. (Transnet Heritage Library Collection (THL)).
21. An American Locomotive Company manufactured CGR 6th Class departing with a main line train circa 1906. In the adjacent platform, a CGR 3rd Class “Wynberg Tender” stands ready for departure with a Down local. To the left of the mainline train, a light locomotive and another Down local can be observed. (Transnet Heritage Library Collection (THL)).
22. A CGR 3rd Class “Wynberg Tender” and train takes the Down Suburban Line circa 1907. On the right is the new signal cabin commissioned in 1905. (Arthur Elliot photo, Leith Paxton Collection).
23. Cape Town’s station yard circa 1907 was filled with carriages, proper signalling had been introduced and the CGR had taken a giant leap into the 20th century. Careful study shows three suburban trains with engines attached ready to depart, while prominent on the left is the signal cabin for the new mechanical interlocking. On the extreme right is Monument Station with the steam of a passing train showing above all the rolling stock. Monument served the East Pier, Sea Point and certain up-country workings (the ones that connected with the weekly mail ships). In later years it was used as the arrival and departure station of the “Bombelas”, the trains that safely ferried migrant labour to and from the Cape at the time. Of note is also the carriage sidings to the right, which had 3 pitted lines for under-carriage inspections. In later years the mainline platforms occupied the open space next to these inspection lines. (Pierre de Wet Collection).
24. A cavalcade of Cape local trains in the vicinity of the Tennant Street locomotive depot circa 1908. Two trains occupy the Up and Down Main/ Bellville lines, with a stationary CGR 4th Class on another Down local standing aside. To the right, a CGR 3rd Class “Wynberg Tender” stands in the depot area with an unidentified tank locomotive (probably a CGR 2nd Class “Wynberg Tank”) behind it. (Western Cape Archives (WCARS), photo AG 13885).
25. The Cape Town station decorated to mark the formation of the Union of South Africa on 31 May 1910. At the time, the former Cape Government Railways, Natal Government Railways and Central South African Railways were amalgamated to become the South African Railways and Harbours. (Transnet Heritage Library Collection (THL)).
The South African Railways & Harbours (SAR & H) era: 1910 – 1981
26. A 4-8-2 Class 15 with a short goods train passes the Tennant Street locomotive depot circa 1915. In the background Lion’s Head and the City Hall’s tower opposite the Grand Parade are visible. (Transnet Heritage Library Collection (THL)).
27. Two 4-8-2 Class 15A’s and a 4-4-0T “Wynberg Tank” are stabled next to the Tennant Street locomotive depot circa 1920. (Transnet Heritage Library Collection (THL)).
28. Traffic control at Cape Town circa 1921 which shows the general office, boards for traffic, locomotive and tonnage control, and audio equipment. This would have been Garrett Orpen's "home from home" for decades until he retired c 1978 (Transnet Heritage Library (THL)).
29. A busy early afternoon scene at the Cape Town station concourse circa 1922 showing the information board being manually adjusted for train departures around 1:00 to 1:30pm. Of note is the train frequency on the Suburban line with 7 departures between 1:01 to 1:17 pm achieving a minimum headway of 2 minutes. Also worth noting is that dwell times of trains at the suburban stations were stipulated to the nearest 15 seconds. Platforms 1 to 8 served the Suburban (Simonstown) line, and platforms 9 to 14 the Main line, which included the Malmesbury, Wellington, Strand, Bellville, Cape Flats, and Milnerton (Tygerberg) local services. The departure times for the Sea Point and Dock (East Pier) trains from the adjacent Monument station are displayed at the top centre of the board. To the top right, steam locomotives at the head-end of trains are visible in the gap between the departures board and the arched roof of the concourse. (Transnet Heritage Library Collection (THL)).
30. A 4-6-0 Class 6A, No. 474, is shunting wagons on the coal stage at the Tennant Street locomotive depot in the early 1920’s. In the background and next to the goods shed, a wagon for the conveyance of explosives can be identified with the crosses displayed on the sides. (Transnet Heritage Library Collection (THL)).
31. A 4-6-0 Class 6A with a Belpaire boiler and enlarged cab is being turned at the Tennant Street locomotive depot circa 1925. To the left a sister engine is receiving attention at the coal stage that has coal bins only along its northside. The buffer beam of an unidentified engine faces the turntable on the left, while to the right, another unidentified engine is at the coal stage. Behind the Cape Town station end of the coal stage, the 13-post signal bridge ex-1905 and the Tennant Steet footbridge are visible. (Dr E Manken photo, Charlie Lewis Collection).
32. The Adderley Street entrance of Cape Town station circa 1925 with a Camps Bay electric tram and a period motor car in the foreground. (Transnet Heritage Library Collection (THL)).
33. Electrification masts being installed at Cape Town station circa 1927. At the bottom end of platform 9, a light locomotive for Train 35 stands adjacent to the water tank, and in platform 11, a Down local awaits departure. In platform 13 some mainline carriages are being shunted. (Transnet Heritage Library Collection (THL)).
34. In conjunction with the 1500 V DC electrification, enabling works for the changeover from mechanical to electrically operated signals and turnouts are taking place south-east of the Cape Town station circa 1927. The new signal cabin to the right will replace the 1905 mechanical signal cabin between platforms 7 and 8. New colour-light signals, still to be commissioned, are visible at the end of platforms 13 and 14, and attached to the new electrification mast in the middle distance behind the mechanical signal bridge. (Transnet Heritage Library Collection (THL)).
35. The introduction of 1500 V DC electric railways to Cape Town in 1927: A: Assembly of 1M1 motor coaches at Salt River workshops; B: Salt River electric running shed; C: A 3 coach set consisting of a driving trailer, plain trailer and motor coach on the Sea Point Line; D: A 3 coach set at Monument station ready for a departure to Sea Point; E: The approaches to Cape Town station in readiness for introducing the electrified service to Simonstown in 1928. (Transnet Heritage Library Collection (THL)).
36. Monument station circa 1927 with the Milnerton coastline visible in the background across Table Bay. To the fore, a 3 coach 1M1 set crosses Adderley Street and passes the War Memorial as it departs on the Sea Point line on which a full electric service was introduced circa October 1927. Another 3 coach 1M1 set is visible in the station, while next to the station a 6 coach 1M1 EMU and 2 other single motor coaches are staged. (Transnet Heritage Library Collection (THL)).
37. The interior of the new electrically operated Cape Town signal cabin in 1928 with 143 levers. The signal diagram above the lever frame indicates the 14 terminus platforms with the locomotive escape cross-overs. At the time of commissioning, and before electric traction on the Simonstown line was introduced, about 450 train and 600 steam locomotive movements had to be controlled on a normal 24-hour weekday. The subsequent introduction of the electric service, which employed driving cabs at both ends of each suburban train, alleviated the congestion normally associated with steam locomotives at a terminus station. (Transnet Heritage Library Collection (THL)).
38. On 18 June 1928, an Up 8 coach 1M1 test set with 3 motor coaches arrives at Cape Town from Fish Hoek. This was probably related to the 1:70 ruling grade which faced Up trains between Plumstead and Wynberg, especially when Wittebome halt in-between became operational in 1931. However, period photographs indicate that most trains initially operated in a consist of 2 motor coaches and 4 plain trailers, which was later changed to a consist of 2 motor coaches, 5 plain trailers and 1 driving trailer. (Transnet Heritage Library (THL)).
39. After a full electric service was introduced on the Simonstown Line on the 3rd of September 1928, an 1M1 EMU is passing the new signal cabin and crossing-over from the Up line to enter the Cape Town station. On the left, a steam powered local train departs on the Down Main/ Bellville line. A portion of the Cape Town Castle is visible next to the signal cabin. (Transnet Heritage Library Collection (THL)).
40. In 1928, a 6 coach 1M1 EMU on the Simonstown Up line decelerates past the Cape Town Castle in order to maintain the 15 miles per hour permanent speed restriction to the main terminus. To the right, some main line carriages are being shunted south-east of the passenger yard which is on the seaward side of the main station. (Transnet Heritage Library Collection (THL)).
41. The train guard standing in the driving cab’s side door of a departing 6 coach 1M1 EMU from Cape Town’s platform 1, glances at his watch as the train moves out onto the Simonstown Down line in 1928. The open door above the vestibule of the driving cab is probably indicative of a very hot day in the City. (Transnet Heritage Library Collection (THL)).
42. The bookstall at Cape Town station circa 1929 displaying an array of various newspapers, magazines and post cards of the day. (Transnet Heritage Library Collection (THL)).
43. A Class 15A and an unidentified locomotive in the background shunts the Cape Town goods yard, while another two light locomotives stand aside for their next assignments circa 1929. (Charlie Lewis Collection).
44. A Malmesbury local with a 4-6-0 Class 6 D at the head of a unique train consist (note the ex-CSAR clerestory bringing up the rear), departs Cape Town on the Down Main/ Bellville line circa 1929. (Leith Paxton Collection).
45. A Down local with a 4-6-0 Class 6 as head-end power passes the 1928 signal cabin and approaches the Main/ Bellville line circa 1929. At the time mainline operations were entirely steam operated which therefore did not require electrification of platforms 13 and 14. (Transnet Heritage Library Collection (THL)).
46. To alleviate congestion on the double Main line between Cape Town and Maitland, which carried all passenger and goods traffic except for those on the Suburban (Simonstown) line, a new double mainline was provided in 1930 between Cape Town and Woltemade 1. This line became known at the “Avoiding” or “Relief” Main line. At the same time this line also provided access to the new steam locomotive depot that was established at Paarden Eiland as a replacement of the old Tennant Street depot, as the former’s capacity was too limited to deal with the increase in motive power, and to also create additional space for new railway yards at the station. In the picture above, taken in 1929 towards Woodstock, the lines from left to right are: Down and Up Avoiding lines still under construction and curving away to the left at the locality of the former Fort Knokke; Down and Up Main/ Bellville lines; Down and Up Suburban (Simonstown) lines: and a shunting neck/ service line with some rolling stock staged thereon. In the foreground, a suspended cable structure supports the overhead traction wires over a wide cross span, which is an arrangement that was discontinued in later years and replaced with more rigid steel structures of lesser cross span at Cape Town and Bellville. (Transnet Heritage Library Collection (THL)).
47. Another view of the Avoiding Main line under construction in early 1930. In the background this line joins the Main/ Bellville and Suburban (Simonstown) lines at the locality of the former Fort Knokke. The double track to left leads to the new Paarden Eiland steam locomotive depot, with the mainline branching off to the right. (Transnet Heritage Library Collection (THL)).
48. In the early 1930’s a brand-new Class 19B accelerates away from Fort Knokke Junction with a Down local on the new Avoiding line in the vicinity of the previous photo. (Transnet Heritage Library Collection (THL)).
49. Another Class 19B departs from Cape Town with a Down local in the early 1930’s. (Transnet Heritage Library Collection (THL)).
50. The old Tennant Street steam locomotive depot being demolished in 1931 after the facilities have been relocated to the new and enlarged Paarden Eiland depot. (Leith Paxton Collection).
In 1931, the General Manager of Railways and Harbours reported on this matter as follows: “The new steam locomotive depot at Paarden Island, in the vicinity of Salt River, was completed during the year and the work hitherto carried out at Cape Town, such as running repairs, and stabling, coaling and watering of locomotives, was transferred to Paarden Island on 1st April 1931. The vacation of the site at Capetown (sic) has enabled considerable improvements to be affected in the yard arrangements at that station.”
51. A Class 5B approaches Fort Knokke Junction with an UP Goods on the Avoiding Main line. The Main/ Bellville (via Salt River and Maitland) and Suburban lines are visible to the right of the locomotive. (Transnet Heritage Library Collection (THL)).
52. A Class 6 is shunting train No.38 in the Cape Town passenger yard in the early 1930’s. (Transnet Heritage Library Collection (THL)).
53. A 4-6-2 Class 10C, No. 771, arrives at Cape Town with an UP Cape Flats train in the early 1930’s (Transnet Heritage Library Collection (THL)).
54. 1M1 EMU’s await their next turns of duty at Cape Town platforms 1 and 4 in the early 1930’s. The suburban service to Bellville went electric on the 4th of December 1933, followed by the Cape Flats line on the 23rd of April 1934. The Cape Town electrified suburban service at 1500 V DC since 1927 was finally completed on 4 December 1939 to Langa via Pinelands on the Cape Flats line. Another development on the Cape EMU's occurred in 1939 with the introduction of the 1M2 steel-bodied motor coaches that were compatible with the wooden-bodied 1M1’s. More information on the 1M2’s will be supplied in Part 19. (John Wyllie Collection).
55. The Clayton steam rail coach, numbered RC11, and running as train No.36 on the Up Main/ Bellville line, parallels a 1M1 set on the UP Simonstown (Suburban) line in the early 1930’s. The steam rail coach entered regular service on the Milnerton line in September 1929 until the regular train service was curtailed in July 1930, whereafter it was transferred to the Cape Flats line. Seating capacity allowed for thirty 1st class and thirty-five 2nd class passengers, with an additional trailer coach attached at the time of its allocation to the Milnerton line. The motor coach in the photo is probably off the Cape Flats Line that joins the Main/ Bellville line at Maitland. (Leith Paxton Collection).
56. An 1M1 (Type K41M) wooden-bodied parcels motor van, No.9002, arrives at Cape Town Station in 1936. The suburban parcel’s service was an integral part of the railway scene, and consequently these vans undertook several daily return trips until replaced by special steel bodied 5M2A parcels’ trains in the mid-1970’s. In 1954 No. 9002 was re-classified as Type 1M2P after conversion from 1500 V DC to 3000 V DC. As part of this conversion, the number of the traction motors were also increased from two to four. (Transnet Heritage Library Collection (THL)).
57. An Adderley Street scene with a trolley bus and period cars opposite the main entrance of Cape Town station circa 1939. The trolley buses began replacing the electric trams between 1935 and 1939, of which the latter’s former tracks are visible by the marks left on the street surface. The main post office building can be seen next to the station on the corner of Adderley and Castle Streets (Transnet Heritage Library Collection (THL)).
58. On invitation from the then Union Government, the Royal Family toured Southern Africa from February to March 1947 in a special luxury train ordered by the South African Railways for the occasion. For the duration of the tour, the Cape Town station was decorated with flags and banners, and brightly illuminated at night-time as seen here at the main Adderley Street entrance to the station. (Transnet Heritage Library Collection (THL)).
59. The Cape Town station precinct c 1947 which shows from left to right: A: Main passenger station; B: Passenger yard; C: Goods depot D: Goods yards seperated by a service road; and, E: Monument station. In the bottom left corner the Cape Town Castle is partially visible, while in the top right corner the first and second Dock Road power stations dominate the skyline. The tree line and roadway to the right mark the former shoreline before land reclamation for the Port of Cape Town expansion works. (Transnet Heritage Library Collection (THL)).
60. During the Second World War, a further requirement for specialized shunting locomotives was identified. Due to wartime conditions impacting on the normal overseas suppliers, a local design was prepared for the manaufacturing of these locomotives in the SAR workshops. The first twelve of these 0-8-0 locomotives, designated Class S1, were manufactured at the Salt River works, Cape Town. Locomotive No. 375, and named “Voortrekker”, was the first of the class to enter service in October 1947 and can be seen here shunting the Cape Town goods yard in the vicinity of the Tennant Street footbridge. (Transnet Heritage Library Collection (THL)).
61. Another view of No. 375 shunting the Cape Town goods yard in October 1947, with its smoke obscuring Lions Head in the background. (Transnet Heritage Library Collection (THL)).
62. A busy morning scene circa 1948 of the Cape Town goods yard being shunted by seven steam locomotives. The Orange Express is visible as the third train to the left of the signal cabin in the foreground. (Transnet Heritage Library Collection (THL)).
63. The first locomotive in South Africa displayed as a National Monument at the Cape Town station in 1949. This locomotive was built by Hawthorn and Company in 1859, and imported by E and J Pickering, the initial contractors for the construction of the standard gauge (4’8.5”/ 1485mm) Cape Town – Wellington railway line. In 1861 the Cape Town, Wellington and Dock Railway Company took over all construction work and the locomotive, which became No.9 in their locomotive fleet. The plaque commemorating No. 9’s historical significance is displayed on the front buffer beam. (Transnet Heritage Library Collection (THL)).
64. Another busy scene of the Cape Town goods yard circa 1950 where three locomotives (Classes 1, 19C and 19D) are required to shunt a heavy load of coal. (Transnet Heritage Library Collection (THL)).
65. Railway and harbour development showing the extent of the Cape Town foreshore reclamation project in 1952. Visible in the photo are: A: Duncan Dock; B: Culemborg goods depot under construction; C: Avoiding line; D: Woodstock station; E: The original shore line denoted by a palm-tree lane and road; F: Cape Town station and yards; and, G: Cape Town Castle. (Transnet Heritage Library Collection (THL)).
66. Construction activities on the foreshore showing earthworks and platforms taking shape at the site of the new Culemborg goods depot circa 1952. In the background, the plumes of steam are indicative of all-steam shunting activities in the Cape Town passenger and goods yards, with some outer locals adding to the action. (Transnet Heritage Library Collection (THL).
67. A south-east view across the Cape Town goods depot and yards circa 1952 showing: A: The new Culemborg goods depot’s steel portal frames being installed on the newly constructed platforms; B: The Orange Express and Blue Train staged with their vans still attached to the rear; C: Mainline platforms 14 and 13, with an Orange Express coach on the pitted tracks to the left, D: Monument station with the overhead wires removed; and, E: Goods depot complex. (Transnet Heritage Library Collection (THL).
68. Two outer locals in platforms 13 and 14 in March 1952: On the left, 221-Down, the 17:18 Strand Express is getting underway behind an unknown Class 10 CR. To the right, in platform 14 a 16 D is waiting to follow with 108-Down, the 17:20 fast to Wellington via Salt River and Kraaifontein. (Charlie Lewis photo).
69. On a fine morning in March 1953, a six coach 1M1 EMU off the Simonstown line passes the 1928 signal cabin for a platform 4 arrival. A closer look at the rear motor coach reveals that this is set No. G, with the pear-shaped end-of-train marker to the right thereof. (Transnet Heritage Library Collection (THL).
70. On the same morning, set No. F arrives from the Simonstown line at platform 3, with the train guard visible in the rear driving cab. This set consists of 8 coaches with a driving trailer leading. The white painted headlight panel at the front ends of motorcoaches and driving trailers were introduced to improve train visibility for road users and pedestrians at level-crossings along the lines. (Transnet Heritage Library Collection (THL).
71. This afternoon photo, taken from the 1928 signal cabin in March 1953, shows set No. I departing from platform 6 for the Simonstown line. At the time, platforms 1-6 served the Simonstown (Suburban) line, with platforms 7-9 reserved for the Cape Flats and Langa services, followed by platforms 10-14 reserved for the Bellville and Main Line services. The line-up of 1M1 EMU’s next to platforms 9 and 11, with two outer locals next to platforms 13 and 14, would suggest that the afternoon peak period is in full swing. (Transnet Heritage Library Collection (THL).
73. On the same afternoon, a 1M1 EMU with a smoking vacuum exhauster on the motor coach, departs from platform 7 for the Cape Flats. On the adjacent track, a 1M1 EMU with a driving trailer bringing up the rear, arrives from the Simonstown line in platform 6. (Transnet Heritage Library Collection (THL).
73. In September 1953, a Class 15F departs from platform 14 at 15h13 with train No. 127-Down, a Saturdays-only outer local for Worcester. Signal Hill forms a backdrop, with the stone-pitched bastions of the Cape Town Castle visible to the left of the tracks. (Charlie Lewis photo).
74. A down Malmesbury local departs Cape Town at 15:43 behind a Class 6H in July 1954. (Charlie Lewis photo).
75. The station concourse for the Suburban Line looking towards the platforms circa 1954. The clock and departures board became a well-known landmark for Capetonians when identifying a meeting place at the station. The two persons directly below the departures board are standing next to a glass encased working scale model of a highly detailed and green painted Class 23. A penny dropped into a slot brought the model’s driving wheels into motion with the miniature crew waving at bystanders. This high precision model was made by volunteers from Salt River Works and commissioned in March 1952 to aid fund raising for the six countrywide SAR & H Childrens Homes. (Transnet Heritage Library Collection (THL).
76. In April 1955, a 1500V DC 1M1 set (in the background) departs for Simonstown simultaneously with a 3000 V DC 4M1/2 set heading for the Cape Flats. During November 1954 the Bellville and Cape Flats lines were switched over to 3000 V DC to bring them on par with the main line electrification from Bellville to Touwsrivier. The Simonstown line was switched over to 3000 V DC in March 1956, as a result of which the Cape Town station operated as two terminals to separate the two line voltages during this changeover period. The 4M2 motorcoach heading set No.15 from platform 9 is brand new, while a 1M1 parcels motor van is visible in the background in line with the pantograph of the 4M2 motorcoach. (Transnet Heritage Library Collection (THL).
77. In mid-1955, a Class 19C brings train No. 218-Up ex-Caledon past Fort Knokke Junction where the Avoiding line takes off to the left. The train is on the Up Bellville line between Woodstock and Cape Town, where it will arrive in platform 12. (Charlie Lewis photo).
78. In May 1956, an unknown Class 10CR on train No. 219-Down departs at 14:45 for the Strand via Salt River. At platform 14, the newly arrived Blue Train awaits shunting to the carriage sidings by an unknown Class 6. (Charlie Lewis photo).
79. A Down outer local departing from Cape Town on the Avoiding line behind an unknown Class 10CR during the late 1950’s. (Charlie Lewis photo).
80. Like a complicated game of chess, the carriage shunts had to be fitted in amongst normal service trains - suburban, outer suburban and main line. Until 1958 the sidings were squeezed in between platform 14 and Monument station, but early in 1959 the new carriage storage, cleaning and servicing sidings alongside Culemborg goods shed were opened. There followed a three-year window before the yard was electrified. From early days it was the practice to use engines off incoming locals to help out in the carriage yard and that is the situation here where the left-hand Class 10CR has just brought in a morning train from the Strand and has already turned on the yard's brand-new turntable. The two engines on the right had been rostered for the carriage shunt, the right-hand one is a Class 10CR, probably awaiting shops, and the other is the solitary Class 5BR, No 725, which during the fifties was more or less permanently confined to the carriage yard. (Charlie Lewis photo).
81. A signal operator in the 1928 cabin keeps a close watch on train movements as this wooden-bodied 1M2P parcels motor van arrives from the Up Suburban line on 16 January 1960. This parcels motor van initially operated as a 1M1 (Type K41M) under 1500V DC electrification, before conversion and re-classification in 1954 during the line voltage changeover. (Les Pivnic photo).
82. Set No. H, an 8 coach 4M EMU, is passing the 1928 signal cabin as it departs for the Down Suburban line on 26 January 1960. With a 4M2 motorcoach leading, and a 4M1 motorcoach bringing up the rear, this train is kept intact throughout off-peak periods during the day as the customary driving trailer and plain trailer attached to the front of the 4M1 motorcoach are omitted from this set. (Les Pivnic photo).
83. An unidentified 4M EMU, having 8 coaches in its consist, passes the Cape Town Castle as it arrives from the Up Suburban line on 26 January 1960. The driving trailer and plain trailer ahead of the 4M1 motorcoach could usually be detached in off-peak periods at the stop block end of the main station. In the event that these two trailers were detached, special signs were affixed to their sides to prevent boarding and passengers missing the active train portion in the process. The driving trailer is a 3000 V DC re-built from an original 1500 V DC 1M1 motorcoach which became redundant with the line voltage conversion in the mid-1950’s. (Les Pivnic photo).
84. On the same day that the previous photo was made, set No. B38, an 8 coach 4M EMU with a driving trailer leading, arrives from the Up Bellville line. (Les Pivnic photo).
85. Another departure for the Down Suburban line on 26 January 1960. This time around, set No. Q, an 8 coach 4M EMU with a plain and driving trailer bringing up the rear, is crossing-over after having departed from platform 2. In the background, an unidentified steam locomotive is shunting parcel wagons, while to the right thereof, another 4M EMU awaits departure from platform 4. (Les Pivnic photo).
86. 26 January 1960 must have been a sweltering day in the City as the driving cab’s front door is open of set No. G, an 8 coach 4M EMU, which is awaiting departure from platform 5 for the Down Suburban line. The arched roof of the original 1876 train shed is visible in the background, which over time became the passenger concourse with the stop blocks having been relocated to the outside thereof. (Les Pivnic photo).
87. Earlier in the morning when the previous photo was made, a 4M EMU is passing a Class 6 that is ready to shunt a recently arrived Strand local in platform 13 to the nearby passenger yard. (Les Pivnic photo).
88. A 4 coach 4M set departs for Langa on the Down Bellville/ Main line on 3 January 1961. At Maitland this train will move onto the Down Cape Flats line before veering off at Pinelands (Rapenburg) to reach Langa on the single line in operation at the time. (Les Pivnic photo).
89. As evidenced by the coach body sway, Set No. 26, a 6 coach 4M EMU, is slowly threading its way across the point work consisting of 1:8 turnouts, double slips, and 1:4 diamond crossings as it departs for Bellville on 3 January 1961. (Les Pivnic photo).
90. A 1M2P parcels motor van departs for Bellvile on 3 January 1961 as a 4M EMU in platform 1 awaits departure for the Suburban line. At the next scheduled visit to the Salt River Works, the weathered appearance of the paintwork and lettering will probably be addressed with the new colour scheme of dark red and grey introduced in 1960 for coaching stock. (Les Pivnic photo).
91. With its pear-shaped white and red end-of-train marker in place to the left of the buffer beam, the parcels motor van in the previous photo trundles by on its outbound trip to Bellville. (Les Pivnic photo).
92. 4M set No. 14 has departed from Cape Town for Bellville, and it is approaching Fort Knokke Junction on the Down Avoiding line on 3 January 1961. At this point all six lines into Cape Town run parallel before the Up and Down Avoiding lines veer-off from the Bellville and Suburban Up and Down lines. At Woltemade this train will rejoin the Bellville/ Main Down line before continuing with its outbound journey. (Les Pivnic photo).
93. Locally manufactured 5M2A EMU’s started to arrive for the Cape Town suburban network late in 1961. These new all steel-bodied sets were equipped with remote controlled sliding doors, and they came out in the new livery for passenger trains adopted in 1960. In this photo, a new 5M2A set departs from platform 3 as train No. 1045 for the Down Simonstown line, while to the right, there is a simultaneous departure from platform 7 of 4M set No. 18 for the Cape Flats line. Platforms 4 and 5 are occupied with an Imperial brown 4M EMU and a new liveried 5M2A EMU to the right thereof. (Transnet Heritage Library Collection (THL)).
94. As a station porter looks on from platform 13 during the morning of 2 January 1962, a brand new 5M2A EMU in the new colour scheme departs as set No. 25 for Bellville. (Les Pivnic photo).
95. On the same morning that the previous photo was made, set No. 5, an 8 coach 4M EMU with a driving trailer bringing up the rear, arrives from Bellville. The leading 4M1 motor coach has recently been out-shopped in the new colour scheme adopted for passenger trains in 1960, and contrasts vividly with the remainder of the train in the weathered Imperial brown livery. (Les Pivnic photo).
96. With a driving trailer leading, an almost brand new 8 coach 5M2A EMU is arriving as train No. 756 from Bellville on 2 January 1962. (Les Pivnic photo).
97. With a main line train in platform 14, an 1M2P parcels motor van is awaiting an afternoon departure from platform 13 for the Down Bellville line on 3 January 1962. The parcels motor van displays a unique headboard as to its business purpose, while to the side, litter is being cleaned-up between the platforms. (Les Pivnic photo).
98. The 08:46 Caledon train, No. 213-Down, required two 19C’s, No.'s 2435 and 2478, to haul it on Good Friday, 20th April 1962. The train is standing at platform 15 which was added some time between 1953 and 1958. The island platform from where this photo was taken is on the site of the old carriage sidings and was taking shape as part of the new Cape Town station works. In the left background, the diner and kitchen car of 203-Down (newly named the "Trans Karoo") can be seen in platform 14 of the old station, awaiting its 10:00 departure. (Charlie Lewis photo).
99. Construction work on Cape Town's new station was already far advanced by July 1962 when a Class 10CR, No. 773, stood in for the regular Class 5R, No. 781, on train No. 221- Down, the 17: 18 Strand Express. Note the uniform rake of steam suburban coaches that only began to appear as such in the late 1950’s. The train is running parallel with train No. 121-Down, (but only as far as Fort Knocke where the avoiding line branched away) the 17:16 Wellington 4M EMU which had departed a couple of minutes late. Both trains are passing under the Tennant Street footbridge in the middle distance. (Charlie Lewis photo).
100. With the new Cape Town station’s platform 18 nearing completion in the background, a Class 16D, No. 863, representing 100 years of steam haulage to Wellington, backed onto train No. 113-Down in platform 13 for a 14:15 departure on Monday, 4th November 1963. Earlier in the day, the 100th anniversary of the Cape Town - Wellington railway was celebrated with a commemorative head board affixed to the front of an electric set that departed Cape Town at 11:38 as train No. 111-Down.
Although the line to Wellington had been electrified 10 years before, No. 863 still serviced the non-electrified private sidings between Wellington and Paarl in-between its commuter runs. With steam having been banished from the new station later on, these shunting duties were taken over by the No’s. 150 and 151 Transfer and Pick-up (T&P) trains.
After demolition of the old station and 1928 signal cabin as shown in the photo, the land that became available was re-zoned for road purposes during the mid-1960’s. The Strand Street extension was later constructed on this rezoned land portion. (Charlie Lewis photo).
101. With construction activities related to the new Cape Town station taking place to the right, the locomotive in the previous picture departed for Wellington via Salt River and Stellenbosch. On the Down Suburban line and next to the Castle, a 5M2A EMU, running as train No. 1043 to Fish Hoek, is rapidly accelerating to catch-up and pass train No. 113-Down. (Charlie Lewis photo).
102. With the Cape Town station new works and the new System Manager’s office forming a backdrop, a 10CR 770, is departing from platform 14 with 231-Down for the Strand via Salt River at 18:36 on Saturday 23 November 1963. This was the very last steam train to depart from the old Cape Town station, bringing an end to more than a century of steam operations on regular passenger services. (Charlie Lewis photo).
103. The last glimpse of the train in the previous photo before it disappears from view as a 5M2A EMU, working as train No. 1121, approaches on the Up Suburban line. (Charlie Lewis photo).
104. 4M set No.3, with a driving trailer bringing up the rear, arrives from the Down Bellville line in late 1963. The new station was gradually commissioned from the parcels and main line platforms on the seaward side towards the suburban workings on the mountain side. To the top left, a Class 1M2P parcels motor van is visible on fully commissioned track works for the new station. Partially completed track works and material laydown areas for the new station take up the land portion in-between the two trains. (John Wyllie collection).
105. Also late in 1963, a 5M2A EMU in platform 2 of the old Cape Town station awaits a departure for the Simonstown line. In about six months all train operations would have moved across to the new station. (John Wyllie collection).
106. The clock above the Suburban line’s departure board indicates that it is nearly time for the last scheduled train to leave the old Cape Town station at 2 pm (14:00) on 13 June 1964. Departure was from platform 4, and it was befitting that the train went all the way to the end of the line at Simonstown. (Transnet Heritage Library Collection (THL)).
107. With many spectators in attendance, 5M2A set No. H sets off as the last scheduled train to depart from the old Cape Town station. Soon thereafter track construction teams started disconnecting the tracks to enable all arrivals and departures to take place from the new station. (Transnet Heritage Library Collection (THL)).
108. An aerial view of Cape Town's Foreshore and Central Business District in 1966: A: Port of Cape Town (Duncan Dock); B: Culemborg Goods Depot; C: Dock Road power station; D: New Cape Western System Manager’s Office, known then as the Paul Sauer Building opened on 27 January 1961; E: New railway station opened in 1964, with the 11 coach platforms for commuter trains in the foreground (platforms 1- 17), and the longer mainline and mixed use platforms in the background (platforms 18 – 24). On the seaward side of platform 24, and hidden from view by the station’s concrete deck, are platforms 25 and 26 for main line and suburban parcels trains; F: Demolition work on the old station site; G: Cape Town Castle, built by the Dutch East India Company in the 17th century and originally located on the coastline of Table Bay; and, H: City Hall and the Grand Parade. (Transnet Heritage Library Collection (THL)).
109. Overlooking the fountain circle at the bottom of Adderley Street in 1969, the new Cape Town station takes centre stage with Table Mountain forming a magnificent backdrop. The imposing building on the left is the SAR & H System Manger's Office for the Cape Western System, known as the Paul Sauer Building, of which the building's name is affixed near the bottom right-hand corner. (Transnet Heritage Library Collection (THL)).
110. Viewed from the Church Street road bridge in April 1971, a hauler from Bellville arrives at the Culemborg goods yard behind a Class 1B, No. 1442. At the rear of the train is Bay Junction, where from the left the electrified Up and Down Harbour lines join the electrified Up and Down Avoiding and Nyanga lines which are to the right of the hauler. (Charlie Lewis photo).
111. In another view from the Church Street Road bridge, the same hauler as in the previous photo pulls into the Culemborg goods sorting yard. To the right of the parachute tank, a Class 14CRB on train No. 301-Down mixed awaits departure with high-rated traffic for Malmesbury. On the left are the new carriage sidings with Classes S2 (0-8-0 shunter) and 10CR (4-6-2) in attendance. The holding tracks for the goods shed are full of high-rated consignments including intermodal trailers (introduced by the SAR in the early 1950s), parcel vans and the latest O-type fully-opening fruit vans.
The steel footbridge in the middle distance connects Esplanade station with the rail facilities between the Avoiding/ Nyanga Lines and the N1 Highway, whereafter it connects with a footbridge giving access to the Paarden Eiland industrial sites across the N1 highway. This entire footbridge is also conveniently placed for workers arriving and departing at Woodstock station on the Bellville, Cape Flats and Suburban lines. Above the footbridge and to the right of the parachute tank, the flat V-shaped gable ends of the Culemborg goods sheds are visible. (Charlie Lewis photo).
112. In a photo taken in August 1972 from the steel footbridge visible in the previous photo, a Class 3BR, No. 1485, is shunting a van and TZ milk wagon in the Culemborg goods sorting yard. From left to right, 4M- and 5M2A EMU’s are visible in Esplanade station, with the Cape Town main line passenger yard occupying the centre, and to the extreme right, the brownish multi-storey catering building and island platforms for the re-stocking of dining cars. In line with the catering building, a Class 5E1 (electric) and S2 (steam) locomotive are on shunting duties, of which the former is rostered for shunting passenger stock to or from the electric only main station. To the immediate left of No. 1485, the special staging line for servicing the new Blue Train from September onwards is taking shape. (John Carter photo).
113. As the final stages of the SAR & H era draws to a close in 1981, set No. X, consisting of a driving trailer, 2 plain trailers and a 5M2A motor coach bringing up the rear, readies for a lunchtime departure down the Suburban (Simonstown) line as train No. 241. (John Wyllie collection).
References
1. Cape Government Railways, Railway Engineer’s Report for 1875, Transnet Heritage Library Collection.
2. Cape Government Railways, General Manager’s Report for 1880 , Transnet Heritage Library Collection.
3. South African Railways and Harbours, General Manager’s Reports for 1921, 1922, 1927, 1928, 1930, 1931, 1936, 1939, 1940, 1948, 1953, 1953-54, 1959-1966, 1980-1981, Various printing companies, Transnet Heritage Library Collection.
4. Steam Locomotives of the South African Railways, Volume 1, 1859-1860, DF Holland, David & Charles Publishers, 1971.
5. The Cape in the Thirties, A A Jorgensen, SA Transport, circa 1977/78.
6. SA Transport Services’ Annual Reports for 1981-1988, Various printing companies, Transnet Heritage Library Collection.
7. Early railways at the Cape, Jose Burman, Human & Rousseau, 1984.
8. Locomotives of the South African Railways, A Concise Guide, Leith Paxton & David Bourne, Struik (Pty) Ltd, 1985.
9. Cape Town’s 2nd station, Chronology of events 1861-1968 , Copies of handwritten notes, Dave Rhind, Date unknown, Charlie Lewis Collection.
10. West Cape Railtalk, Railway Society of Southern Africa (Western Cape Branch), Newsletters for 1992, 1993, 1994, 1995, 1996, 1997 and 1998, Lionel Penning Collection.
11. The 4’8.5” Gauge Railways in South Africa 1845-1873, T J Espitalier, Rail History Group, Railway Society of Southern Africa (Western Cape Branch), 1993.
12. Railway History Group, Railway Society of Southern Africa (Western Cape Branch), Bulletins for 1995, 1996, 1998, 1999, 2000, 2002, 2005, 2006, 2010, 2011, 2012, 2013, 2014 and 2015, Leith Paxton Collection.
13. South African Railways and Harbours Photo Journal, Volumes 1 and 2, Les Pivnic, Cedilla (Pty) Ltd, circa 2000.
14. The Story of the Sea Point Railway at Cape Town, D M Rhind, Creda Communications, 2005.
15. Railways of Southern Africa 150 years, Locomotives and Trains, JA Dulez, Vidrail , 2012.
16. Soul of A Railway: System 1 (Parts 1 and 6), Charlie Lewis, https://sites.google.com/site/soulorailway/soul-of-a-railway, circa 2015.
17. Cape Town Inner-suburban Rail Network and Local Services, Diagram showing historical development, Soul of a Railway (System 1, Part 17), Bruno Martin, September 2023.
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Part 19 is to follow, and it will cover the Cape Town-Bellville Lines and Depots.