railways africa issue 2 2011
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ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
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WWW.RAILWAYSAFRICA.COM
New Generation of Heavy Haul Locomotives
Specialist manufacturers of parts and sub-assemblies for locomotives, coaches and wagons. Processes include
laser cutting, bending, forging and the fabrication of carbon and stainless steel alloys.
ROLLING STOCK EQUIPMENT BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
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RAILWAYS AFRICA / FOREWORD
Foreword
The copyright on all material in this magazine is expressly reserved and vested in Rail Link Communications cc, unless otherwise stated. No material may be reproduced in any form, in part or in whole, without the permission of the publishers. Please note that the opinions expressed in this magazine are not necessarily those of the publishers of Rail Link Communications cc unless otherwise stated. While precautions have been taken to ensure the accuracy of the information, neither the Editor, Publisher or Contributor can be held liable for any inaccuracies or damages that may arise.
3March 2011 Railways Africa www.railwaysafrica.com
PUBLISHERSPhillippa Dean
Barbara Sheat
EDITOR Rollo Dickson
DESIGN & LAYOUTGrazia Muto
ADVERTISINGKim Bevan
SUBSCRIPTIONS Kim Bevan
CONTRIBUTORSAshley Peter
Boon Boonzaaier
Bruno Martin
Dave van der Meulen
Eugene Armer
Jacque Wepener
John Batwell
Richard Grönstedt
Paul Roos
Peter Rogers
ISSN 1029 - 2756
Rail Link Communications ccPO Box 4794 Randburg 2125
Tel: +27 87 940 9278
E-mail: [email protected]
Twitter: railwaysafrica
Website: www.railwaysafrica.com
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
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New Generation of Heavy Haul Locomotives
Much has been said in the press and on
radio about the impressive R97 billion to
be spent replacing South Africa’s obsolete
passenger rail system. To be spread over
18 years, obviously the actual outlay will be
a great deal more than R97 billion (since
that’s in terms of what a Rand is worth
today). It is going to take very fi rm resolve
to keep that sort of budget intact for nearly
20 years. Look at the precedent. After the
new stainless steel 8M commuter sets
came in around 1990, nothing new was
bought for 20 years; there were higher
priorities, like health and education.
Those priorities are still there. The hospitals
(to take one example) are in even worse
shape now and need that much more
money. The proposed national health
service is going to cost more billions. Then
there is Eskom and the continued threat of
power cuts because of a 15-year backlog
in building generating capacity. Backlogs
are the very devil to catch up with, as the
railways have learned to their our cost.
And speaking of Eskom – which touches
everyone and is therefore easier for the
man in the street to understand – Passenger
Rail Agency (Prasa) top man Montana is
now using South Africa’s electricity crisis
as an analogy in getting across his dire
prediction of impending rail collapse if that
R97 billion is not forthcoming. “We are
going to have another Eskom if the fi rst 350
coaches do not go into service in 2013,”
he told the press the other day. There will
be no passenger trains left in less than ten
years, he warns, if the present worn-out
fl eet is not replaced.
A large slice of the nearly R13 billion
spent in the last fi ve years went on
rehabilitating coaches. It was no more than
a short-term stop-gap, Montana points
out, briefl y “stabilising a business in decline
owing to years of under-investment and
neglect”. The technology is sixty years old
– and fi xing old technology is for the birds.
He needs new rolling stock and he needs
it now.
As for detail, there has been more than
usual disparity in fi gures bandied about
in the press, ranging from 6,000 to 8,600
new coaches to be bought and 2,000
locomotives. As far as we can make out, the
reality envisaged looks something like this:
For Metrorail in the short term: 862
additional coaches; in the medium-to-long-
term, 6,296. The possibility of multiple-unit
diesel or hybrid electric & diesel units is
mentioned for the Eastern Cape (a strategy,
incidentally, recommended by consultants
more than 20 years ago).
For Shosholoza Meyl: 1,195 coaches
(sleeper; sitter; dining; catering/grill;
power cars). A total of 124 locomotives
(not quite 2,000!) comprising 76 x 3kV DC;
21 x 25kV AC and 27 diesel-electric.
That R97 billion, by the way, hasn’t actually
been sanctioned. To be precise, it forms
the bones of a feasibility study scheduled
for completion in June. After that, it still
has to go to cabinet, and here’s the rub:
– government doesn’t, and isn’t going to,
have R97 billion to spend on Prasa.
Transport minister Ndebele stresses that
the “coffers of the state are not suffi cient
to fund such a large programme”. Montana
puts it bluntly: the state is in no position
to take on R90 billion’s worth of debt. In
short, a partnership with the private sector
is not only on the cards – it is the only
way out.
Deputy transport minister Jeremy Cronin
sounds confi dent on the prospects.
Announcing a “green paper” on transport
policy to be completed shortly, he says it
goes “hand-in-hand with government’s
commitment to recapitalise Prasa to
the value of some R97 billion.” The
Department of Transport (DoT) is to
develop an overarching policy, he explains,
to coordinate and provide an integrated
strategy to assist in rebuilding the country’s
railways
“We need to get all our ducks in a row in
terms of strategy and policy to deal with
the signifi cant challenges of a dilapidating
rail system,” Cronin says. The department
is considering the “positives and negatives”
of dividing rail infrastructure management
from train operations.
Montana’s latest observation is interesting.
Cape Town-Johannesburg passenger trains
should be running at 160km/h, he says.
The existing infrastructure is perfectly
capable of handling this, and it would cut
six hours off the present timing. Now we’re
talking.
PHILLIPPA DEANPublisher / Railways Africa
4 Railways Africa March 2011 www.railwaysafrica.com
ContentsContents
BOMBARDIERInnovative Locomotive Technologies Improve Railway Effi ciency
Over the last ten years, BOMBARDIER
TRAXX has become the most successful
locomotive platform in Europe.
6
BOMBARDIER Innovative Locomotive Technologies Improve Railway Effi ciency 6
ISONGO RAIL Isongo Grinding for Gautrain 10
PLASSERAIL Track Maintenance 12
Features
John Batwell Explores A Transnet Freight Rail Speciality 28
HAZMAT
16
10
22
On Railway Belts - And The Need For Subways 16
Pete the Pundit on
One More Time … Track Gauge 18
Industry Comment
The 6km Cedara Tunnels - Opened 50 Years Ago; The Longest in South Africa Until 1989 22
Cedara Tunnels
5Railways Africa March 2011 www.railwaysafrica.com
RAILWAYS AFRICA / CONTENTS
End of the LinePPP’S – Thoughts From Britain 74
ReviewPride of Eritrea 72
72
48
62
32
Gautrain Construction Update - Month End 28 February 2011 50
Gautrain Rapid Rail Link
CFB Rehabilitation Progress 32
Kenya Seeks Nairobi Operator 34
Mozambique Needs Rail Wagon Industry 37
New Zambian Mine Railway Planned 38
Africa Update
Transnet’s New CEO 40
Rail’s Share of A Huge Backlog 43
Atlantic Rail 44
SA Rail News
Japanese Quake & Tsunami 58
Rail Awareness Campaign 60
The Floods In Queensland 62
Mishaps & Blunders
Atlantic Rail, Cape Town 70
Umgeni Steam Railway, KwaZulu Natal 70
Railway Heritage
THE EUROPEAN TRAXX LOCOMOTIVE PLATFORMThe TRAXX locomotive platform was the right product for railways
in Europe at the right time. It was the answer to the growing
needs of train operators requesting standard, interoperable
locomotives to perform cross-border services between countries.
And it was launched at a time when the European Union supported
unifi cation of fragmented national railway networks. Today, the
TRAXX platform covers electric locomotives for all major catenary
voltages. A diesel version of TRAXX complies with the newest,
stringent exhaust emission standards. All locomotives have a high
degree of parts commonality and feature the same traction motors,
gearboxes, bogies, control & communication, driver’s desks, etc.
Thanks to this, the railways can use the same spare parts across
their fl eet of different TRAXX locomotive types and can reduce
costs for training as well as investments in depots and workshops.
At present, more than 1,500 units have been sold and
approximately 1,200 locomotives are in operation throughout
Europe. They are operated by state as well as private operators.
As standard products with high residual value, TRAXX locomotives
are leased by fi ve different leasing companies.
TRAXX locomotives are based on proven components and systems.
Thus, high reliability and availability are achieved. Service and
maintenance schedules are extended compared to conventional
locomotives, thus lowering operating costs. The innovations
introduced within the TRAXX platform over the last ten years are
numerous:
• High adhesion capability combined with low track forces.
A novel wheel-slip control system is used which cleans the
tracks and increases the overall adhesion capability of the
locomotive. The result is that the average adhesion coeffi cient
of the locomotive is higher than otherwise available.
• Compliance with new and upcoming railway standards such
as EN (European Norms) and TSI (Technical Specifi cations for
Over the last ten years, BOMBARDIER TRAXX has become the most successful locomotive platform in Europe. The platform is based on a modular building-block structure from which four locomotive types are available. Today, they operate in almost all European countries in both passenger and freight service. TRAXX locomotives have been continuously developed to meet the newest railway requirements and standards using state-of-the-art technologies.
The concept of the TRAXX platform has been applied also to the ALP locomotive platform for North America. The ALP platform is comprised of two types of locomotives: a high-power electric and a dual-powered locomotive, both for commuter and intercity services. A third, novel diesel-electric locomotive is in planning. The dual-powered locomotives have both diesel and electric traction and thus can run with diesel engines on non-electrifi ed routes and with electric power from overhead catenaries.
The TRAXX and ALP technologies are used in very high speed powerheads up to 350km/h. Examples are the AVE S112 and S130 in Spain which today form the largest part of the Spanish fl eet of high-speed trains. In the other extreme of heavy-haul locomotives, the IORE in Sweden and the powerful HXD3 in China rely on the TRAXX and ALP propulsion and control systems. Important overall features are high power effi ciency, low maintenance costs and high reliability. The diversity of applications and high performance makes the above locomotives well-suited also to South African railways.
A 4-axle TRAXX locomotive pulling a demonstration train of 3,700 ton
load (52 full tank cars) under 3kV DC catenary in Poland.
6 Railways Africa March 2011 www.railwaysafrica.com
BOMBARDIER
Janis Vitins, PhD, member IEEE // Bombardier Transportation
INNOVATIVE LOCOMOTIVE TECHNOLOGIES IMPROVE RAILWAY EFFICIENCY
Interoperability). These include TSIs for noise, safety in railway
tunnels, control, command & signalling, and operations.
• Design of the propulsion chain for maximum energy savings
through regeneration of braking energy. By using energy
metering, it is possible to reduce energy consumption
through an optimal driving style. Also, state-of-the-art
traction transformers, converters, drives and traction motors
contribute to high power effi ciency.
• New, interoperable automatic train protection (ATP) systems
based on ETCS. The new systems incorporate Specifi c
Transmission Modules (STMs) with which legacy ATP systems
are integrated into ETCS equipment.
The net effect of these innovations is a reduction of operating costs
per hauled train load and thus an increase in railway effi ciency.
TRAXX locomotives have demonstrated the ability to pull trains that
are 50% heavier than those hauled by conventional locomotives
with DC traction motors. Measurements in Sweden have shown
more than 20% lower energy consumption. Today, TRAXX
locomotives are the most frequently sold locomotives in Europe.
HEAVY-HAUL AND NORTH AMERICAN LOCOMOTIVESHeavy-haul locomotives: The TRAXX locomotive technologies developed in Europe lend
themselves ideally to railway applications elsewhere. The
6-axle HXD3 series heavy-haul locomotive designed and built in
cooperation with Dalian in China is an example of this. It combines
TRAXX propulsion systems with the Bombardier mechanical designs
of the Swedish IORE locomotive. The Swedish IORE locomotives
are world-wide the fi rst electric heavy-haul locomotives to use
modern AC-propulsion technology. They consist of two 6-axle
sections which are semi-permanently coupled. Each section has
only one cab and can operate autonomously, allowing optimum
redundancy in case of a section failure. The design objectives of
the locomotive were to obtain high traction performance with the
target of pulling 50% heavier trailing loads compared to existing
locomotive stock. Further design requirements were to reach low
overall life-cycle costs and to achieve high mission reliability in
the Nordic operating environment.
The traction performance of 10.8MW at the wheels and a starting
tractive effort of 1,200kN necessitates the use of modern AC-
propulsion technology. Key features benefi cial in extreme climatic
conditions are:
• Robust asynchronous (AC) traction motors, largely insensitive
to snow, humidity and dust. The AC motor is smaller than
conventional DC motors, allowing the installation of higher
traction power and tractive effort into the available space
envelope within the bogie.
• High adhesion utilisation when operating on steep grades and
under adverse track conditions.
• Energy savings. AC propulsion circuitry allows a bi-directional
fl ow of power, thus allowing full regeneration of braking power.
The IORE locomotives are designed for maximum possible
regenerative braking power, at the same level as the traction
power, ie 10.8MW. To maximise regeneration, the dynamic brake
force is set to the highest possible safe level of max 750kN for
loaded trains and 250kN for empty trains. On the long 17 ‰
downhill grade to Narvik, the regenerative power is limited to 8MW
due to the limited receptiveness of the network infrastructure.
North American commuter and intercity locomotives: New Jersey Transit (NJT) was the fi rst railway to introduce high-
power, modern AC propulsion technology with the electric ALP-46
in North America. These initial 26 locomotives were delivered
starting 2001 and are used in heavy commuter service. A second
series of 36 units ALP-46A, for speeds up to 200km/h, is now
shortly before delivery completion. These ALP locomotives are
designed for push-pull operation with up to ten heavy, double-deck
coaches, eg between New Jersey and New York City. The traction
converters are of the same MITRAC family as used in TRAXX
locomotives.
TRAXX AC15 and 25 kVAC
TRAXX DC3 kVDC
More than 1’500 units sold
More than 1’100 units in service
Italy, Spain,Poland
North-SouthCorridors
Benelux, Italy, Poland
Non-electrifi ed Lines
TRAXX MS15/25 kVAC & 1.5/3 kVDC
TRAXX DEDiesel-electric
The TRAXX platform consists of three electric locomotives and one diesel-electric.
7Railways Africa March 2011 www.railwaysafrica.com
BOMBARDIER
have high power effi ciency, improved by 10 to 20% compared to
conventional diesel-electric locomotives.
NEW LOCOMOTIVES FOR SOUTH AFRICAThe South African railways can benefi t from the locomotive
developments for Europe and North America. Both the TRAXX
and the ALP platforms are adaptable to the South African railway
environment, such as the loading, narrow track gauge and specifi c
operational requirements. An important element is to establish a
locomotive platform for South Africa in order to avoid high one-
off costs for the development of each required locomotive type:
passenger and freight, as well as electric and diesel. As experience
in Europe has clearly shown, standardised locomotives will open
up the leasing market also in South Africa, thus giving railways
new operational and fi nancing opportunities. By establishing
a technology link to the TRAXX and ALP technologies, it can be
ensured that the future South African locomotives will stay
abridge with state-of-the-art technologies used in Europe and
North America. This is a necessity to obtain the same benefi ts of
modern traction that other railways worldwide already exploit.
In addition, the new dual-powered locomotives, ALP-45DP, have
brought about game-changing innovation in the services provided
by NJT, as well as by the commuter railway of Montreal (Agence
Métropolitaine de Transport, AMT).
The ALP-45DP locomotives can run on power from the 12/25kV
catenaries as well as on diesel power on non-electrifi ed lines.
The integration of both diesel and electric propulsion was made
possible thanks to new, light-weight and compact equipment.
They operate commuter trains in city suburbs where there is no
electrifi cation and switch to electric traction where a catenary is
available. This makes it possible for the railways to provide novel
one-seat-ride services without the need for passengers to change
trains at system borders.
It is planned to complement the existing ALP pltatform with a third
member: a novel diesel-electric locomotive for commuter and
passenger services. It will contain a new diesel propulsion concept
meeting the future demanding Tier 4 exhaust emission standards.
The design will contain a high power redundancy, thus leading to
a high mission reliability. The innovative propulsion concept will
The North American dual-powered commuter locomotives for AMT and NJ Transit. These novel locomotives can operate with diesel traction or powered from an overhead catenary.
The IORE was the fi rst high-power heavy-haul locomotive with AC-
propulsion technology. It hauls heavy iron ore trains of up to 8,200 tons
on steep, winding tracks in the arctic north of Sweden.
8 Railways Africa March 2011 www.railwaysafrica.com
BOMBARDIER
Isongo secured the agency to represent the Loram Maintenance
of Way equipment in Africa in 2005. Loram’s rail grinders are
highly respected throughout the world for their rugged equipment
and effective grinding practices as well as exemplary standards
and quality.
Although Isongo has pursued grinding applications in the South
African railway market for several years, the Gautrain contract
marks the fi rst opportunity for Isongo and Loram to show what they
are capable of accomplishing.
Isongo Rail underwent a rigorous tender process and was eventually
awarded the contract for the Gautrain project. Grinding operations
commenced in February 2011, and early results have been very
positive.
Loram has been a supplier to the worldwide railway maintenance
industry for over 55 years, with 40 years’ experience in the rail
grinding business. The state-of-the-art, high-production Loram rail
grinders are known especially for their reliability, productivity and
quality.
The Isongo Hy-Rail is an eight-stone rail grinder. This small yet
powerful machine is particularly well suited to specialist work such
as defect removal, turnout grinding, track-in-concrete (street rail)
grinding, level crossings, as well as open track main-line grinding.
Isongo Rail (Pty) Ltd, in association with Loram Maintenance of Way in the USA, has been awarded a short term rail grinding contract
by Bombardier.
According to Isongo CEO Rupert Gebers, this is the beginning of an
exciting journey. “Isongo Rail is indeed honoured to work on the
Gautrain project and we relish the opportunity to show what our
Hy–Rail eight-stone, gauge-convertible rail grinder can do.”
10 Railways Africa March 2011 www.railwaysafrica.com
ISONGO RAIL
Isongo Rail (Pty) Ltd, in association with Loram Maintenance of Way in the USA, has been awarded a short term rail grinding contract by Bombardier.
Isongo Isongo Grinding for GautrainGrinding for Gautrain
The grinder is comprised of three units including:
• A power car; self-contained Hy-Rail unit that provides all
electrical power, control systems and fi re fi ghting support.
• Two grind carts – each housing four 30hp (23kW) electric grind
motors and a dust extraction system.
• An additional crew cab attached to a rear grinding cart when
required.
The Isongo Hy-Rail Grinder has an extensive on-board fi re prevention
and fi re fi ghting capability.
The grinder excels at corrective grinding, but is also particularly
adept at addressing peaked fl ash butt welds and mill scale. It
is gauge-convertible and can be transported by road across
borders, dramatically reducing time spent during relocation to
new operational sites. The Loram grinders are the equipment of
choice throughout the world, especially for addressing turnouts
and extreme corrective grinding. Loram brings the experience
to help railways go from a corrective situation to an economical
preventive programme.
Isongo Rail is presently short-listed for open track and turnout
grinding tenders with Transnet Freight Rail and is aggressively
pursuing new rail grinding opportunities elsewhere in Africa.
The company will be exhibiting at the Railways and Harbours
Conference and Exhibition at the Johannesburg Expo Centre from
6 to 8 April 2011.
“ The Gautrain contract marks the fi rst opportunity for Isongo and Loram to show what they are capable of accomplishing.”
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This process continues with each maintenance input achieving
a lower track condition than before and the interval between
maintenance inputs reducing exponentially. This produces a new
deterioration curve (AK) which is much longer than the curve AC
without maintenance input. The life of the track has therefore been
extended.
This process will continue until the period between required
maintenance inputs becomes uneconomically short (compare
distance GI with BE). Complete track renewal eg formation
rehabilitation, replacement of sleepers, rails, fastenings, ballast or
any combination of these components will then be required (IJ). The
whole process will repeat itself.
The longer the curve AK, the longer the life of the track and the
lower the track life cycle cost will be, resulting in lower freight costs
and greater competitiveness on world markets for exports from
South Africa.
Therefore, the construction and every maintenance and
rehabilitation activity thereafter must aim to reduce the track
deterioration rate. The entire life cycle of the infrastructure must be
considered at all times. The life cycle is infl uenced by the following,
among others:
1. Initial quality Decisions made during the planning, design and construction
phases of the track have far-reaching consequences for expenditure
later in the life of the track structure. The use, for example, of lower
standard track components, or lower standards of formation or
drainage construction, may save money in construction costs,
but the extra track maintenance cost and train delay times that
result from this lower standard of work will consume these savings
several times over.
The higher the initial quality of the track, the greater the quality
reserve, and the longer it will take before the next maintenance
intervention becomes necessary. This point is illustrated in Figure
2.
2. Threshold for minimum allowable track conditionMaintenance strategy should address the value of the threshold
for minimum allowable track condition as this will have a major
infl uence on the track’s life cycle cost.
Outsourcing in track maintenance, a paper presented by
Professor Peter Veit, provides some of the vital technical and
economical correlations of the track based on a project adopted by
Österreichische Bundesbahnen (ÖBB – Austria’s state railway) since
1996. The paper and project concentrated on the optimisation of
track maintenance and also addressed the issue of threshold.
Adequate, well-maintained rail infrastructure is a prerequisite
to South Africa’s successful participation in the global economy.
It is essential to South Africa’s long-term economic growth,
development, and prosperity to eradicate poverty, famine, low skills
levels and unemployment and to improve the general standard of
living of all its people.
Undeniably, reliable and affordable rail infrastructure has been
the key to success of most, if not all, rich industrialised countries.
An effective railway system will stimulate the development of
the national economy by transporting goods and passengers
at minimum cost. Lower-cost structures facilitate domestic
competition and make exports more competitive on international
markets.
The railway system is admittedly only one part of the total
transport picture but in a country where the road infrastructure
is deteriorating very fast and where transport is required for bulk
commodities and minerals, the railway is still the most energy-
effi cient and environmentally friendly mode.
However, for the railway system to be called “effi cient” and to be
able to transport freight and passengers at cost-effective rates,
the infrastructure must be reliable, available, affordable and
safe. This can only be achieved if an effective track maintenance
strategy is followed which considers the entire life cycle cost of
the infrastructure. The objective of maintenance is to lower the
track geometry deterioration rate to preserve service life. Figure 1
shows a hypothetical track deterioration curve schematically, and
the infl uence of maintenance on track life.
An increase in track roughness will result in an increase in dynamic
loads, which will accelerate the rate of deterioration. The curve
AC represents deterioration of an asset with no maintenance
intervention. If the deterioration is left unattended, the functionality
of the asset will reduce until it can no longer be used.
However, for the safe passage of traffi c at a realistic speed, the
track cannot be allowed to deteriorate beyond a determined
threshold for minimum allowable track condition.
To extend the life of the track, track deterioration must be slowed
down through planned maintenance actions (as depicted by BD)
which are executed on time. However, the original as-built functional
condition cannot be regained by typical maintenance input due to
wear of the track components.
After maintenance input the track will continue to deteriorate (DE).
Once again, as the deterioration approaches the threshold for
minimum allowable track condition, maintenance input is required
(EF) and, as before, the condition as achieved after the previous
maintenance input cannot be regained.
Figure 1: Hypothetical track deterioration curve.
Figure 2: The effect of high initial quality on the deterioration curve.
12 Railways Africa March 2011 www.railwaysafrica.com
PLASSERAIL
TRACK MAINTENANCE by Leon Zaayman (Please see notes headed POSTSCRIPT on page 74.)
new, the available maintenance budget is concentrated on other
sections where the track condition is poor. Initially the effect
thereof cannot be seen. As the track ages, the threshold has to
increase due to the increasing wear of all the track components, in
order to maintain a reasonable availability and track life. However,
the knock-on effect referred to earlier has already taken its toll and
will negatively impact on the life of the track.
The Austrian project has proved that the most economical
approach to track maintenance is when money is invested in a
high initial quality level with corresponding maintenance. In other
words, a long service life and lowest life cycle cost can be expected
when the threshold for maintenance intervention is at its highest
while the track is still new. The threshold is then gradually reduced
towards the end of the track life.
3. Maintenance tacticsThe maintenance tactics that will be employed during the life of
the track must form part of the maintenance strategy, as this will
infl uence the fi nancial investment as well as the organisational
structure required - and will have an immense effect on the life
cycle cost and life expectancy of the track.
Figure 5 provides a diagrammatical layout of typical maintenance
tactics. The two main tactics are either “planned” or “unplanned”
maintenance. The danger of unplanned maintenance is that - over
time - it can easily consume all available resources. The railway can
fall into a situation where all resources and fi nance are employed to
address unplanned emergency work. This allows the track structure
to deteriorate very fast due to a lack of preventive maintenance.
Ideally the majority of resources employed should be to carry out
planned preventive maintenance activities as this is the only tactic
that will extend the life of the track.
Preventive maintenance has two elements, routine and corrective.
Corrective maintenance refers to work that is required to prevent
failure after a defect has been identifi ed and the date and time
of the execution of such work can be planned; ie it is not an
emergency yet.
Routine maintenance is carried out to maintain the track to
a predetermined standard before defects occur. Time-based
routine maintenance is based on the elapsed time since the last
maintenance action took place. Time-based maintenance is usually
carried out on off-track components such as drains, greasing
etc and is often seasonal. Condition-based routine maintenance
will use the data from a track recording car, trolley inspections,
footplate inspections etc, to determine where the use of scarce
resources can be optimised. Condition-based maintenance will
contribute towards the lowest possible life cycle cost.
4. FinanceTrack maintenance comprises a large percentage of any railway’s
operational expenditure. When fi nancial diffi culty is experienced,
If the threshold for maintenance intervention is set at a low value
as indicated by the line “threshold 1” on Figure 3, the effect of too
little maintenance will be hardly noticeable at fi rst but the service
life will be reduced by the knock-on effect of earlier track defects.
For example, if the track roughness index is set too low before
tamping takes place, the roughness will cause higher dynamic
loading of the track. This will cause crushing of the ballast, which
will result in turn in fi nes in the ballast bed retaining moisture, etc;
eventually resulting in damage to the track material.
Professor Veit’s research supported and proved this hypothesis.
His evaluation showed relatively high initial improvements in quality
values directly after maintenance. However, this level was not
sustainable and the deterioration accelerated over time. The quality
level achieved after maintenance was lower than when measures
had been implemented sooner. Intensive maintenance efforts at a
later stage, aimed at extending service life, proved uneconomical.
However, it is not only the level at which the threshold is set that
is of signifi cant economic importance. Research shows that the
threshold should not be set at a fi xed value but rather linked to the
age of the track.
The general tendency by maintenance managers is to maintain a
constant threshold for maintenance intervention throughout the life
of the track (see Figure 4). With a constant threshold, maintenance
intervention will always take place when the track condition has
reached a predetermined level, irrespective of the age of the track.
However, in practice it is more likely to fi nd an increasing threshold
(bottom curve in Figure 4) which means that while the track is
Figure 3: summary of the effect of maintenance due to threshold.
Figure 5: Maintenance tactics diagram.
Figure 4: The effect of the various thresholds on life cycle.
13Railways Africa March 2011 www.railwaysafrica.com
PLASSERAIL
the maintenance budget will usually be reduced fi rst. The graph
in Figure 1 was based on the hypothesis that the necessary
maintenance input in fi nancial terms has been allowed for. The
question arises: What will the case be if the maintenance input
is inadequate, ie both in terms of maintenance intervention at a
point below the maintenance threshold (too late) and/or insuffi cient
input (too little) to achieve the highest possible condition?
Figure 6 illustrates how the deterioration curve will drop down
much more sharply than it will where timeous and suffi cient
maintenance is carried out. The life expectancy of the track will
reduce drastically. In addition, the input required to renew the
track will greatly exceed the input that would have been required if
timeous and suffi cient maintenance were carried out - as depicted
by the length of line AB as opposed to line CD.
The effect of such an underinvestment in maintenance was
highlighted during the RT-CAP research project in the SADC
countries which was carried out by Plasserail of South Africa and
sponsored by Austria during the 1990s.
The maintenance cost curve of Figure 7 is based on the theoretical
and practical relationship of under-investment in maintenance of
the assets and the resultant intervention cost. The derailments and
speed orders (speed restrictions) are the quality indicators which
follow as a result of the above mentioned relationship.
A well planned and executed track maintenance strategy will aim
to sustain the track condition at a predetermined equilibrium level.
This equilibrium level is illustrated by the line MC1 and can be
measured in various different ways such as a standard deviation
(measuring car data) or number of workplaces per kilometre. It
implies that the fi nancial input is adequate to sustain the track
condition at the predetermined equilibrium level.
An inadequate fi nancial input is depicted by the maintenance
cost curve MC which drops to below the equilibrium level, ie the
fi nancial input is inadequate to maintain the predetermined track
condition. The deteriorating track condition will force speed orders
(speed restrictions) to be imposed at an increasing number. The
number of derailments will also increase.
The loss of customers due to late deliveries as a result of speed
restrictions as well as the cost of derailments will force the
railway administration to reverse the negative trend, in order
to ensure the continued functioning of the track. This point of
intervention is illustrated by MC2. The shaded area between
the equilibrium line and the maintenance cost curve depicts the
accumulated backlog costs.
To bring track condition back to the equilibrium level, a huge
intervention cost is required over a small period. This becomes
a capital as opposed to operational expenditure, for which there
is very seldom money available. The value of the intervention
costs greatly exceeds the backlog value (“saved” amount) due to
the knock-on damage to the infrastructure by the deteriorating
track. If the indirect costs of derailments, reduced traffi c due
to speed restrictions and loss of business are added to the
intervention costs, the increase in the life cycle cost of the track is
astronomic. This could have been prevented by small incremental
maintenance expenditure. A stitch in time saves nine.
Re-investment in maintenance will be depicted by the line MC2
to MC3 which indicates an acceleration in expenditure and
renewal cost. After the peak maintenance cost expenditure
level (MC3) has been reached, maintenance expenditure can be
allowed to slow down until it levels off at the equilibrium level, at
which point the level of derailments and speed orders will also
decrease, and reach an acceptable level.
The question is – where is the equilibrium level and how does
one know that the investment is adequate to maintain the
predetermined standard? The answer lies in the availability of track
information.
5. Track informationThe fact that maintenance intervention is required before the
track deteriorates to a point below a minimum threshold (quality
standard), implies that the track condition must be determined.
The railway engineer should ensure that footplate inspections
and measurements take place at regular intervals. In addition, the
railway engineer should do trolley inspections to gain fi rst-hand
experience of the track condition and should always be involved
in all maintenance decision-making. The root cause of some
defects must be determined. Even observations by train drivers
can be valuable. All the observations must be recorded and the
data analysed to produce track information.
Various parameters of measure can then be used to decide where
the threshold for minimum track condition lies, such as number
of workplaces and/or speed orders per kilometre. For scientifi c
management, the data obtained from a track recording car can
be manipulated to produce graphs that will provide very accurate
information regarding the required level of fi nancial investment to
maintain the equilibrium.
Transnet Freight Rail uses the Plasser IM2000 infrastructure
measuring car (Figure 8) to measure and record the track,
overhead contact wire, rail profi le and ballast profi le geometry
and to produce various different reports which range from tables
that list the track geometry defects by type and location to reports
intended for scientifi c fi nancial management. The car measures
and records accumulatively approximately 40,000 kilometres
of track per annum. All the main lines will be measured at least
three times per year.
The IM2000 is a self propelled vehicle fi tted with the Plasser
& Theurer optical contactless system. The car travels at 80 to
100km/h while making various measurements at 250mm sampling
intervals. The measurements are recorded and various further
calculations made from the measurements to produce track
condition data in graphical and table formats.
Figure 6: Track deterioration curve with inadequate fi nancial investment.
Figure 7: Maintenance cost curve (from RT-CAP project).
14 Railways Africa March 2011 www.railwaysafrica.com
PLASSERAIL
unevenness on the formation which will accelerate the deterioration
rate. Furthermore, the most important section of the ballast bed,
the sleeper bearing area, is more often than not neglected, due to
the very hard labour involved. Hand methods for track maintenance
are also very slow, uneconomical and inaccurate.
Due consideration should be given to fi nding the appropriate
machine type and supplier for the task at hand.
For example, when deciding on the tamping machine to be used,
consideration should be given to the track kilometres to be tamped
per annum, the number and tamping cycle of turnouts, the length
and availability of maintenance windows etc. A low-production
tamping machine may have a low initial cost, but due to its low
production rate, the unit costs of tamping long distances on
main-lines will exceed that of a high-production, more expensive
machine.
The supplier of the machines and the technology used by the
supplier is a further consideration. So for example, the Plasser &
Theurer tamping process has been extensively researched and
proven to provide the maximum durability possible.
Practice has also shown that the decision between in-house and
outsourced mechanised maintenance has a great infl uence on
cost-effective maintenance.
Various examples exist in Southern Africa where railways attempted
to maintain and operate the machines themselves, all of which have
failed. In the 1960s, the South African Railways owned, operated
and maintained their own fl eet of machines. Availability dropped
to below 70 % which necessitated more machines to achieve
production requirements. In the 1970s, Plasserail was contracted
to own, operate and maintain the machines, an arrangement which
still continues today. Reliability of machines is now characterised
by availability exceeding 95 % on a month-to-month basis.
Plasserail’s success in maintaining such high availability can be
attributed to following exactly the same philosophies set out for
track maintenance in this article.
The overall message here is that practice, especially in South
Africa, has shown that track maintenance can only be optimised if
appropriate mechanised track maintenance machines are used and
if the maintenance is outsourced to contracting companies who
have the necessary skills, experience and infrastructure.
CONCLUSIONA railway line is an expensive and valuable asset, especially in
the developing world where it provides vital infrastructure for
sustainable social development. The railway is a very reliable and
economic means of transporting goods and passengers. Wisely
planned and implemented maintenance at regular intervals will
extend the life of a railway, enabling it to remain economically viable
for many years - to the benefi t of economic growth in the country
involved. At the same time it will ensure a track infrastructure that
is reliable, available, affordable and safe.
6. Maintenance practiceEvery maintenance input should aim to reduce the track condition
deterioration rate. Some of the parameters that accelerate the rate
of deterioration are poor weed control, poorly maintained drains,
fouled ballast, uneven track geometry, rail surface defects and
neglected ballast profi le. These parameters are interrelated, thus
explaining the exponential deterioration rate so often seen.
7. Maintenance planningPlanning refers to more than just deciding where to work. Planning
also includes addressing root causes of problems as opposed to
addressing the symptoms, understanding trends and being able
to recognise built-in defects such as rail joints (where defects are
detected by a recording car). There are just too many variables for
any human to manage and cannot be effi cient or effective without
the use of a proper maintenance management system.
Various systems are available, ranging from highly sophisticated
computer systems to a simple line layout diagram. The maintenance
planning system should show where and what type of maintenance
needs to be done and where it was done, what the interval of the
maintenance is, where recurring defects exist which require more
investment, etc. Such a system will allow the maintenance manager
to manage his resources effectively.
Planning takes place at various levels in the organisation. Over and
above managerial planning in terms of fi nancial investment and the
maintenance planning as described above, the day-to-day logistical
planning around the maintenance site is also important for the
effi ciency and cost-effectiveness of the maintenance input.
The effectiveness of maintenance planning will have a deciding
effect on the life of the track and therefore the life cycle cost.
8. Maintenance equipment and machineryToday it should no longer be necessary to argue the benefi ts of
mechanised maintenance over the use of hand labour. As a matter
of fact, hand ballast cleaning, for example, has been shown to create
REFERENCES
1. LICHTBERGER, Dipl-Ing Dr B. Track maintenance strategies for ballasted track – a selection. Rail Engineering international edition 2001, no 2.
2. Course Proceedings – Introduction to multi-disciplinary concepts in railway engineering: University of Pretoria chair in railway engineering
3. Regional track condition assessment project: Plasserail
4. MULKE, DR FRIEDEL. Stormwater drainage of rail track
5. SELIG, PROF ERNEST T, Characteristics of ballast shoulder cleaning and ditching:– 6th International Heavy Haul conference
6. SELIG, PROF ERNEST T and JOHN WATERS. Track geotechnology and substructure management
7. EBERSÖHN, DR WILLEM and ING CONRAD J RUPERT. Erstellung Einer Gleisdatenbank Und Eines Instandhaltungs Systems Unter Verwendung Von GPS-,
LiDAR-, Und Video-Technologien: Der Eisenbahn Ingenieur, Heft 8/2001
8. VEIT, PROF PETER (Technical University Graz). Outsourcing In Track Maintenance:– OVG Conference September 2004
1. Article in periodical: JAMES E G and ROGERS F R. The signifi cance of political interference in railway operations. Railway engineering, vol 89, no 97. July 2007,
pp 8-10.
2. Book: JAMES E G and ROGERS F R. The signifi cance of political interference in railway operations. Indianapolis, Indiana university press, 1979.
Figure 8: Plasser IM2000 infrastructure measuring car.
15Railways Africa March 2011 www.railwaysafrica.com
PLASSERAIL
the Kenya-Uganda Railway then (and today), travelled through
bush. Travelling by railway, you saw very few people.
“Compare that to travelling by road. A trucker driving on the
Mombasa-Kampala route can stop and drink at 20 bars and, as
some do, have girlfriends in 10 towns along the way. Passengers
can do the same. Train drivers and passengers doing the same
Mombasa-Kampala route will not even have got out at any station
once! Therefore, of the two, the chaps who travel by road will be
more broadminded because of their encounters with various
cultures along the way.
“From that point of view, though the initial collapse of the Kenya-
Uganda [Railway] was an economic disaster, it was a good thing
politically because it shifted, on average, 80% of East Africans
from the narrow-mindedness of the railway, to the liberating
possibilities of road travel.
“There were other outcomes from the collapse of the railway,
without which even the glimpses of democracy you see in East
Africa today wouldn’t have happened.
“The collapse of the railway was one product of the decline of
the post-colonial state all over Africa. Governments could no
longer run railways, and everything else - education and hospitals.
To fi ll the gap, private transport (buses) were licensed, as were
private schools, and hospitals.
“Until then the structure of our economies meant that
governments controlled every aspect of your life: You travelled
by state-owned railway; went to a government hospital; went
to a government school; and were employed by the government
and lived in a government pool house. The government decided
which crops you grew and at how much you sold the harvest at a
government-owned market.
“Without the collapse of the railway state, we would all be living
in dictatorships. Now, it can be revived, because the power has
shifted away from what our grandparents called the ‘iron snake’.”
KENYA NEEDS AN UNDERGROUNDAccording to Oman Ondus, a member of the Institute of Certifi ed
Public Accountants of Kenya currently working in Canada,
Kenyan planners should consider building underground railways.
Commenting on the envisaged light rail system in Nairobi, which
he thought would do much to alleviate the problems associated
with matatu minibuses, he points out that “major cities elsewhere
now prefer smoother underground subways that avoid street
level challenges”. Heavily used examples are to be found in cities
such as Seoul, Moscow, Tokyo, London, New York and Paris,
carrying millions of commuters every working day (some as many
as 10 million).
Underground railways, Ondus says, “stimulate subterranean
economic activities such as restaurants, coffee shops, book
stores, clothing stores and pharmacies. For instance the cities of
New York, London, Tokyo, Seoul and Toronto have built impressive
subway-level multi-billion dollar business centres that handle
millions of customers daily.”
Egypt, he writes, is the only country in Africa with an underground
railway. Even South Africa, “with its economic muscle, has not
implemented such a transit mode even for its commercial capital,
KENYA’S RAILWAY BELTOnyango-Obbo, executive editor of The Nation media group’s
Africa and digital media division, writing in The Citizen (published in
Dar-es-Salaam), observes:
“At the end of last year, senior editors at The Nation media group
were studying the Kenyan population and political map, and trying
to understand how it might change with the new constitution that
established 47 counties as the new administrative units.
“As we added the numbers, and plotted them on a map we realised
that nearly 75% of Kenyans lived within about 100km of the
railway. Recently, I looked at the Tanzanian and Ugandan maps to
see if the pattern was the same. It was.
“The ‘railway belt’, if we may call it that, is a great population pull.
The main reason for this is that the colonial economy was built
around the railway. That became the foundation of the dynamics
of our societies. Thus, Machakos was the fi rst ‘capital’ of colonial
Kenya. However, the capital was moved to Nairobi in 1899 for
one reason - it [Machakos] was bypassed by the Kenya-Uganda
Railway. Nairobi, in turn, had been founded as a rail depot on the
line linking Mombasa to Uganda.
“Also, nearly all the leading schools in East Africa are within the
railway belt because that is where the colonial administrations
invested most. But there was something else. Missionaries started
many of the schools in Uganda. The missionaries, too, followed the
railway, so they built their schools near it.
“Thus the railway has shaped our countries. The railway belts have
produced most of the region’s presidents, rich men and women,
infl uential intellectuals, and eminent bureaucrats. Because they
didn’t have much sympathy for areas out of the railway belt, they
neglected them.
“This partly produced the deprivation of North Eastern Province,
North Rift, and the northern extreme of Eastern Province in Kenya.
Likewise, north-eastern Uganda. And in Tanzania, the southern
region.
“I also think it explains the parochial and sectarian tendency of
the railway-belt elite. Until about 30 years ago, most students
travelled to and from school by railway, as did workers and civil
servants going back to their villages to visit on holiday. Most of
Two eminent Kenyan writers have been putting down thought-
provoking observations that deserve a wider audience.
Kenya’s “railway belt” – colonial legacy.
Photographer unknown.
OPINION – AND THE WIDER WORLD
16 Railways Africa March 2011 www.railwaysafrica.com
PETE THE PUNDITOn Railway Belts - And The Need For Subways
Tampa, waiving more than $2 billion in grants from the federal
government. He says the proposal is too costly and could put the
state’s taxpayers in line for costs as high as $3 billion. He believes
ridership and revenue projections “tend to be too optimistic”
and would probably require ongoing state government operating
subsidies. Scott noted that if the project foundered, Florida
would be required to refund everything the federal government
invested in it.
LOTTERY CASH FOR ISLE OF WIGHT STEAM RAILWAY A major visitor attraction on the Isle of Wight is the 16km steam
railway. A £35,000 development grant from Britain’s Heritage
Lottery is to go towards a project which Isle of Wight Steam
Railway chairman Steve Oates explains, “will give visitors the
opportunity to view historic railway vehicles at close quarters and
discover how they were once so much a part of life on the Island.
This is a tremendous boost to us.”
Two points:
1. Heritage steam railways are big tourist draws overseas
2. They are recognised as worthy candidates for lottery handouts
Johannesburg. Pundits have attributed this to past apartheid
policies which would have made it uneconomic to run on a
segregated basis.”
[Jawellnofi ne. Actually some 15km of Johannesburg’s Gautrain line is
below ground, with Sandton station (for instance) 40 metres beneath
the surface.– Editor]
COSATU ON HIGH-SPEED RAILCosatu spokesman Patrick Craven said on 16 February that the
proposed Durban-Johannesburg high-speed rail link is “elitist”,
to benefi t only “the fortunate few.” That’s his opinion, which you
may share (if for example you are in the business of building
high-speed railways) or may not (like if you think the unfortunate
majority who use Metrorail can think of a more worthy cause).
FLORIDA, OHIO & WISCONSIN CANCEL HIGH-SPEED RAIL PROJECTSThe state governors in Florida, Ohio and Wisconsin have rejected
planned high-speed railways. Florida governor Rick Scott is
scrapping a proposed high-speed line between Orlando and
Rubber-tyred underground train in Paris.
Photo: editor, 1977.
Tel: +27 11 794-2910 | Fax: +27 11 794-3560 | Email: [email protected] | Web: www.yalejhb.co.za
OPINION – AND THE WIDER WORLD
17Railways Africa March 2011 www.railwaysafrica.com
afi eld also exist. The bottom line is that Africa can deliver good
management.
Standard-gauge naysayers lament the dismal condition of Sub-
Saharan Africa’s railways, but simultaneously condemn the only
workable way forward. Let them challenge the foregoing reasoning.
The standard-gauge worldNow take a tour to see what the standard-gauge world is doing.
Starting with Africa, Mauritania already operates a heavy-haul,
standard-gauge, iron-ore line and is set to build another, to move
phosphates to the port of Nouakchott from deposits near the
Senegal border. Morocco is adding high-speed lines to its long-
standing standard-gauge network. Egypt uses standard-gauge, as
does Algeria on two-thirds of its railway, and roughly a quarter in
Tunisia. Libya’s standard-gauge network is under construction. A
standard-gauge North African network is emerging, stretching
from Mauritania in the west to Egypt in the east.
Moving to the Middle East, Saudi Arabia is extending its east-west
network to create a Red Sea-to-Persian Gulf landbridge, building a
north-south railway and the Haramain high-speed Mecca-Medina
link. The United Arab Emirates is building a 1,500km Union Railway,
of which portions will support the 2,100km Gulf Cooperation
Council railway, from Kuwait City to Muscat in Oman. Jordan, a
1,050mm narrow-gauge island in the Middle East, is to re-gauge
and extend its network to link with neighbouring standard-gauge
Syria, Iraq, and Saudi Arabia. The Middle East has become a
substantial component of an Afro-Eurasian continental network.
North Africa and the Middle East are politically touchy at present,
but the rest of the world seems to expect democracy rather than
extremism as outcome. The resulting economic acceleration could
bode well for a substantial addition to the world’s contiguous
standard-gauge railway network.
Further east, Iran is developing its standard-gauge railways
aggressively, having linked to Pakistan’s broad-gauge at Zahedan,
and extended its network to Khaf on the Afghanistan border. To
enable Iranian ports to serve landlocked countries in east Central
Asia, it intends extending standard-gauge to Herat in northern
Afghanistan, and on then on to Mazar-i-Sharif, which links to
Uzbekistan, and ultimately to the Sher Khan Bandar border crossing
into Tajikistan. From there it is some 600km to the Afghanistan-
China border, beyond which lie China’s standard-gauge railways.
In addition to political turbulence in southern Afghanistan, relatively
peaceful northern Afghanistan seems set to become enmeshed
in locating a standard-gauge link between China and the West,
together with Kyrgyzstan and Uzbekistan.
How to get traction?In this issue, Railways Africa features wheels, axles, bogies and
other key components - the global industry is a cornucopia of this
hard core of railways. The three components mentioned support
aggressive competitiveness when applied to standard-gauge track,
but are quickly emasculated if applied to narrow-gauge.
To repeat once more, the strengths of standard-gauge, and the
weaknesses of narrow-gauge, stem from the vertical and lateral
components of wheel-rail interaction. The vertical component
supports heavy axle-load, the lateral component supports high-
speed. They underpin rail’s inherent competitiveness in the
heavy-haul, double-stack, and high-speed market spaces, three
applications where rail dominates all competitors. Alas, narrow
track gauge frustrates attainment of the heaviest axle loads
and the highest speeds, while standard-gauge excels. Narrow-
gauge railways are thereby denied access to market spaces in
which standard-gauge railways are inherently competitive. With
few exceptions, Gautrain for one, railways in Sub-Saharan Africa
cannot enter market spaces where rail is inherently competitive
and sustainable.
This applies even to heavy-haul, where 30-tonne narrow-gauge
axle-loads are lower than their 40-tonne standard-gauge
counterparts, precisely in the track gauge ratio 1,067mm/
1,435mm, or ¾. Heavy-haul lite would be an apt moniker.
Paradoxically, the price of narrow-gauge, heavy-haul locomotives
is higher than that of standard-gauge, heavy-haul locomotives,
because manufacturing volumes are very much smaller. However,
because they are lighter, they haul less and their capex and opex
is proportionately higher. Even well-maintained narrow-gauge
locomotives generate the same faults per million kilometres as
standard-gauge locomotives, hence they generate more disruptive
incidents because more locomotives are required for given
throughput. Similarly, narrow-gauge wagon load-to-tare ratio is
lower than standard-gauge, and capex and opex proportionately
higher. The inherent competitiveness of narrow-gauge railways is
inadequate.
“If only they managed the railways better…” many have complained,
so let us explore railway management or leadership quality, which
may be brilliant or dull: This piece will not explore the distinction,
but simply recognise its existence. Having established distinctions
between adequate and inadequate Inherent competitiveness, and
between brilliant and dull leadership quality, one can construct the
accompanying fi gure. The four quadrant names have been borrowed
from military terminology, as management writers are inclined.
Popular lamentation regarding the state of South Africa’s inherently
uncompetitive narrow-gauge railways suggests that they are at
best fi ghting a losing battle and at worst suffering defeat. Fighting
a losing battle only takes longer, so examining the distinction
between brilliant and dull leadership is moot. Either way, rail fails to
contribute its rightful share to the national economy.
Noting that enjoying victory comes only when brilliant management
quality acts on inherently competitive railways, can brilliant
managers be found in Africa? Consider the recent example of Wal-
Mart, the biggest retailer in the world, and the biggest business in
the world, ranked number one in the 2010 Fortune Global 500 and
earning revenue 40% higher than its nearest rival. It came shopping
in Africa, and acquired 51% of JSE-listed Massmart. Other examples
of South African management making good in Africa and wider
INDUSTRY COMMENT
Dave van der Meulen / Managing Member / Railway Corporate Strategy CC
One More Time … Track Gauge
18 Railways Africa March 2011 www.railwaysafrica.com
opening in 2016. This will terminate the Trans-Siberian railway
within a 1,000km radius of most of Western Europe.
Europe and North America have long enjoyed standard-gauge
continental networks. Note that Spain, previously dominated by
broad-gauge, was recently connected to the rest of Europe by
standard-gauge.
The world’s railways are positioning themselves for aggressive
competition through gauge standardisation and networkability.
How does Sub-Saharan Africa relate to these thrusts?
Africa’s optionsContemporary rail is a successful high-capacity transport mode,
pursuing market spaces in which it is inherently competitive, and
exiting those in which it is not. It requires substantial infrastructure
investment to support the heavy axle load and/or high-speed that
underpin its competitiveness, Contrary to colonial rail, cheap it is
not. This in turn requires selection of corridors that offer suffi cient
traffi c volume to support an adequate return on that investment.
Note that Transnet Freight Rail has properly structured itself
around corridors. However, contemporary rail does not support
branch-lines inherited from times when cheap was the overarching
criterion, and animal-powered overland transport the only
alternative. Unfortunately, much South African rail infrastructure
dates from that era. Will those who hold that slow, light trains on
narrow-gauge legacy infrastructure are still worthy competition
for contemporary trucks, on multi-lane highways with ubiquitous
origin and destination access, please stand up?
Moving to south-east Asia, the Trans-Asia Railway notion dates
from half a century ago. However, on a continent dominated by
standard and broad-gauge, a narrow-gauge regional appendage of
questionable competence got no traction. Enter China, now with
economic muscle to reshape scenarios. To support the Nanning-
Singapore economic corridor, it recently announced a high-speed,
standard-gauge railway from Nanning via Hanoi in Vietnam and
Vientiane in Laos, to Phnom Penh in Cambodia and Bangkok
in Thailand, then to Kuala Lumpur in Malaysia and ultimately to
Singapore. Both the Thai vice-prime minister and the Lao standing
deputy prime minister delivered fi tting speeches at the 2010
high-speed rail conference opening ceremony in Beijing.
In passing, the “yes, but in Japan” set might note that some 98%
of Japan’s 28,000-odd 1,067mm-gauge passenger stock is
multiple-unit, mainly electric, some diesel. In a previous article
we noted that multiple units are doable on narrow-gauge up to
120-130km/h. Analogous to South Africa, Japan Freight Railway
tonnage has declined 22% over the last fi ve years. Inherently
uncompetitive narrow-gauge, perhaps?
The Eurasian broad-gauge networks - the 1,520mm Strategic
Partnership and Indian sub-continent 1,676mm - are likely to stand
unchallenged. Broad-gauge is inherently competitive, and can
readily adopt standard-gauge technologies. Furthermore, Russian,
Ukrainian, Slovak and Austrian railway authorities have agreed to
construct a 1,520mm gauge railway from its present terminus,
Kosice in Slovakia, to an international logistics terminal in Vienna,
Fighting A
Losing Battle
Enjoying
Victory
Suffering
Defeat
Holding the
Fort
Management Quality
Inherent Competitiveness
Inadequate Adequate
Dull
Brilliant
INDUSTRY COMMENT
19Railways Africa March 2011 www.railwaysafrica.com
COMPELLING INSIGHT FROM ORIGINAL RESEARCH
www.railcorpstrat.com
The track gauge question will not go away Africa is ascendant at long last. But it does not yet have a
continental railway network. All other continents (except South
America, which is a topic for others) have standard or broad-
gauge rail networks, which offer continental networkability and,
for Eurasia, intercontinental networkability. Rail cannot contribute
rightfully to an economy if it is not inherently competitive: It is
unsustainable and owners are unable to invest to keep it current.
The effects are profound:
• Citizens do not enjoy affordable, safe mobility to maximise
employment opportunities and leisure pursuits.
• Exporters cannot satisfy all demands, because rail capacity
falls short.
• Desirable road-to-rail shift remains elusive, because rail is not
competitive.
• Greenhouse gas emissions remain high, because rail’s
comparatively low energy consumption means nothing if the
traffi c is actually on road.
It is now time to get real. Transnet’s new group CEO Brian Molefe
has been appointed for his understanding of capital markets
and asset management, which will be invaluable as the company
moves forward with its massive infrastructure development
programme. The risks are immense: investments in assets that
are not inherently competitive will ultimately be discounted to fi re-
sale prices if privatisation proves to be the last resort. May he
rise to the high challenges that face him. Of course, the same
goes for leaders in the Passenger Rail Agency of South Africa (Prasa)
and the Departments of Transport (DoT) and Public Enterprises,
and for all the good people and businesses that form the
groundswell of public opinion.
Rail’s economic role is thus comparable to that of freeways—in
the most advanced countries they comprise <<5% of the road
network, yet leverage a proportionately much larger economic
contribution. South Africa and Africa do not need their entire
legacy rail network - the world has many moribund or derelict
branch-lines. Despite good intentions, nothing has yet come of
South African branch-line concessioning. Is there compelling reason
why this country should fare any better than many other narrow-
gauge concessions that are at best pedestrian? A competitive
standard-gauge network would thus be very much smaller than
the existing one. Note that this article adopts a freight focus
outside urban areas - high-speed rail is incompatible with colonial
legacy infrastructure.
As agriculture becomes less labour-intensive, rural populations
migrate to cities. All developing countries experience this
phenomenon, which South Africa knows well. Cities grow faster
than rural areas, and some develop into megacities, concentrating
both freight and passenger traffi c on intercity routes. Of the world’s
100 largest cities, 73 are in developing countries, of which eleven
(Cairo, Lagos, Kinshasa, Khartoum, Luanda, Alexandria, Abidjan,
Johannesburg, Nairobi, Cape Town, and Kano) are in Africa.
The continent has leapfrogged the world in mobile telephony and
applications such as low-cost banking - many Africans have no
need for fi xed line telephony. Why should it not now leapfrog to
inherently competitive rail? Of course, many challenges lie ahead.
For example, local manufacture of locomotives has been mooted -
to supply local requirements, create jobs and export locomotives.
While we may be impatient for results, to what track gauge should
we build locomotives? We need to change gauge, and many
possible purchasers are changing or have already done so. This
requires circumspection rather than haste.
20 Railways Africa March 2011 www.railwaysafrica.com
INDUSTRY COMMENT
International Railway
Industry Standard
R A I L V E H I C L E S Y S T E M S
Knorr-Bremse S.A. Pty. Ltd.
3 Derrick Road (Corner Green Road)
1610 Spartan
Phone: +27 11 961 7800 Fax: +27 11 975 8249
Knorr-Bremse South Africa (Pty) Ltd (KBSA) has had IRIS certification since January 2009 and has just successfully passed not
only a re-certification but also an upgrade audit against revision 2 valid from 5 January 2011. KBSA is the first and only company
in Africa to have obtained IRIS certification and has experienced the benefits of this certification by reduced non-conformities,
improved customer support, improved product quality from suppliers – simply, improved business management across the
entire supply chain. | www.knorr-bremse.com |
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The moment of trust. From the efficient transport of its freight to the safe arrival of their loved ones, South Africa trusts the railroads. And the railroads put trust in Timken.
Since 1932 Timken has played an integral role in the development of the
South African railroad industry, delivering more than 900,000 locally made
bearings for the most challenging environments and applications—from
locomotives to rolling stock, freight to passenger service, trams to high-speed
rail. With innovations ranging from the nation’s first Mobile Rail Service (MRS)
units to the first Black Economically Empowered (BEE) agreement in the
bearing industry, Timken is where South Africa turns for quality products,
service and business leadership—today and tomorrow. Visit Timken.com/rail
or call +27 11 741-3800 for more information.
© 2010 The Timken CompanyTimken® and Where You Turn® are registered trademarks of The Timken Company.www.timken.com
HISTORIC BACKGROUNDThe sinuous and heavily graded railway
alignment between Pietermaritzburg and
Ladysmith was a diffi cult one to operate,
right from the outset when it was opened in
1886. Sections that challenged operations
most of all required reconstructing on more
than one occasion before the present day
double-track alignment was achieved at the
start of the 1960s. Shortly after Union in
1910, grade easing was initially gained as a
trade-off by lengthening the track distance
and by adding curvature, albeit on a wider
radius. The most notable section to be
reconstructed in this manner was taken
into use in 1914, to bypass the notorious
Highlands summit between Mooi River and
Estcourt.
Halving the steepness of the inclination
came at the expense of trains having
to travel 11km further, but now a single
class 14 locomotive could haul the same
load which had previously required three
locomotives – one in front, one mid-train
and one banking.
In the years following the end of the Second World War, extensive track duplication and grade-easing works on South Africa’s main railway lines were carried out on a grand scale in order to cope with the burgeoning volume of traffi c. The biggest and most expensive project at the time was the reconstruction and doubling of the Natal main-line between Boughton (Pietermaritzburg) and Umbulwana (Ladysmith). The alignment diversions entailed civil engineering works of considerable magnitude and culminated with the opening of the Cedara twin tunnels towards the end of March 1960. These remained the longest on the South African rail network until relegated to second place in March 1989 by Tunnel 4 (Hexton)* on the Hex River Pass deviation between De Doorns and Kleinstraat in the Western Cape Province.
22 Railways Africa March 2011 www.railwaysafrica.com
CEDARA TUNNELS
The 6km Cedara Tunnels -Opened 50 years ago; the longest in South Africa until 1989
by Bruno MartinApproach from Cedara, September 1957.
(Napier Junction)
(Leonards)
Pentrich
LADYSMITH
DURBAN
PIETERMARITZBURG
COMPILED BY BRUNO MARTIN 09/2010
DamHenley
Henley
1630m
642m
835m
1038m
1008m
969m
747m
788m
901m
1079m
1108m
1129m
1068m
1015m
872m
742m
930m
1048m
1051m
785m
630m
658m
676m
15km
179km106km
4km
(9km)
15km
13km
11km
2km
6km
8km
29km24km
22km
20km
25km
22km
14km
4km
17km
24km
20km
6km
4km
5km
0.0km
Msunduzi
DamHenley
(aband. 1987)
(abandoned 199?)
1987)(aband.
(1916)
(188
0)
(1884-1916)
Branch line to Howick opened 1911 (abandoned 199?)
Park Station to Marlboro portal (opening 2011)(3)Hex River Tunnel No.4(2)Extended by 67 metres in 1917
14732 metres (3)'Gautrain'2009 -13301 metres (2)'Hexton'1989 - 2009
6023 metresCedara1960 - 19891338 metresGroenheuwels1954 - 1960
976 metresHobbs Hill1944 - 1954914 metresDelville Wood1917 - 1944831 metresHilton Road1916
800 metres (1)Stockton1914674 metresLaings Nek
(1)
(18 4)
8
opened 1922
(1880)DT 1906
151m (495 ft) radiusHorseshoe curve
(closed 1960)
LADYSMITH
DURBAN
Boughton - Hilton abandoned 1987
(1884)
DT 1960
1916
DT 1916
Summit: 1129m at Hilton Road Station91m (300 ft) minimum radius curves
Grade: 1-in-30 uncompensated
All routes electrified in 1926.Camp - Braeside abandoned 1916
opened 1884 to Howick (Merrivale)Original Natal Main Line
Grade: 1-in-50
Cedara Twin Tunnels
South Africa from 1960 until 1989Longest rail tunnels in
opened 1916Connecting line
1960
18841916
Longest Railway Tunnels1891 - 1914
Electrified in 1926 (3kV DC)
151m (495 ft) radiusHorseshoe curve
Summit: 1097m (Hilton Road Tunnel)151m (495 ft) minimum radius curves
Grade: 1-in-50 compensated
Town Hill Deviation
Braeside - Cedara closed 1960
Length: 27km (16 M 66 ch)
Opened 1916Pietermaritzburg - Cedara
DT deviationCedara - Merrivale
via Leonards opened 1915connecting line to Hilton (Road)Cedara - Merrivale deviation &
Tunnel (98m)
(831m)Hilton Road Tunnel
Cedara Twin Tunnels (6023m)
Other operational lines
COMPILED BY BRUNO MARTIN 09/2010
L E G E N D
Site of station or siding
6023mTunnel, length in metres
Abandoned connecting linesFormer name
Height above sea level (metres)Distance in kilometres from PIETERMARITZBURG
Main station, siding or halt
Single track & year of openingDouble track & year of opening
Original Natal Main Line (dismantled)Present Main Line alignment
Town Hill deviation (dismantled)
21
kilometres
0Masons Mill
Marshalling yard
(Napier Junction)
Engine Sheds
(Braeside)
(Hilton Road)
(Depot)
(Braeside Signal Cabin)
(Howick)
(Leonards)
(Riet Spruit) (Cedara) (Aradec)
(Hilton)(Duncairn)
(Teteluku)
(Kettlefontein)
(Boshoff's Road)
(Winterskloof)
(Sweetwaters)
(Zwaartkop) (Blackridge)
(Broomfield)
(Grange) (Braeside) (Camp)
Merrivale
Cedara
(Rushbrook)
Boughton
Victoria
Pentrich
PIETERMARITZBURG
Henley
CEDARA TUNNELS
The Town Hill deviation, which provided
an alternative route in 1916 to surmount
the escarpment north of Pietermaritzburg,
only increased the distance to Cedara
marginally, but offered a far gentler climb
than the original alignment opened in
1884. Here, the trailing load for a single
Mallet locomotive was increased from
275 tons to 500. By the early 1920s, an
entirely new alignment, partially double-
track, was taken into use from Merrivale
to Nottingham Road. Large portions of
abandoned trackbed of the original main-
line were adapted to accommodate the
rebuilt Durban-Johannesburg main road.
By 1924, the rebuilt sections from
Pietermaritzburg to Boughton, Cedara
to Quail (Hospital siding), Lions River to
Dargle, Balgowan to Caversham, Ennersdale
to Frere and Umbulwana to Ladysmith
amounted to 41km of double-track which
left a further 138 km of single track to be
duplicated. The overhead catenary wires
carrying the current for 3kV DC electric
traction was strung, section by section, fi rst
from Daimana (Ladysmith) to Estcourt and
on to Mooi River in 1925 and then through
to Masons Mill yard (Pietermaritzburg) by
1926.
A 25-year reconstruction hiatus ended in
1949 when work resumed to fi ll in the gaps
between all single-line sections between
Tweedie and Rosetta. This track duplication
was completed in 1953. Further up the
line, the double-track alignment between
Estcourt and Ennersdale was brought into
use in 1955. In the same year, work on
doubling the Frere – Colenso section was
also fi nished. The only remaining unaltered
section of the original main-line alignment
was eliminated in 1956 when an 11km
section of double-track was opened from
Rosetta to Mooi River.
In 1957, an entirely new double-track
alignment, some 32km in length and
embodying two sets of twin tunnels with a
combined length of 9,586 metres - and a
new bridge over the Bushmans River - was
completed to replace the circuitous single-
track route through the Stockton tunnel
between Mooi River and Estcourt. Also
during 1957, the 16km section of double-
track from Colenso to Umbulwana was
opened. It included two sets of twin tunnels
and a new bridge over the Tugela River, This
left rebuilding the Boughton-Cedara section
north of Pietermaritzburg as the last to be
tackled.
When work started on this section in April
1955, two routes were in operation. The
original single-line with its uncompensated
1:30 grade on 91 metre radius curves
branched off at Boughton. This was used
almost exclusively for local traffi c. The
Town Hill deviation, opened in 1916 on a
grade of 1:50 (compensated for 151 metre
minimum radius curvature) was double-
tracked from Pietermaritzburg to Boughton
from the start. It remained single-track
thereafter to Cedara.
Both routes were operated by electric
traction from 1926. Various alignment
options were investigated, including laying
a second track alongside the existing line
around Town Hill, but in the end it was
decided to opt for the most direct route
by tunnelling under the escarpment.
The ₤4.4-million tunnelling project
was undertaken departmentally with a
workforce of 1,000 men.
In September 1955, work began on
excavating the approach cuttings and
installing the services and facilities
needed in preparation for the tunnelling.
A geological survey based on the results
gathered from boreholes sunk along
the centre line of the Up tunnel allowed
geologists to predict the formations which
would be encountered.
The two bores were driven simultaneously
from both ends through alternating layers
of dolerite and sandstone with some shale
and clay in places. Each bore was built to
the standard profi le having a circular arch
of 2.2 metres radius on side walls of 3.4
metres height and 4.5 metres wide, spaced
30.5 metres apart and linked with cross-
cuts at 804 metre intervals for maintenance
and ventilation. Some 367,000 cubic
metres of spoil was excavated and 84,000
cubic metres of concrete poured for the
lining, which ranges in thickness from 304
to 914 mm.
CONSTRUCTION PROGRESS• March 1956: Work started on the
Cedara Up tunnel. Shaft excavated
above tunnel.
• April 1956: Cedara Up tunnel heading
started in both directions from the shaft.
24 Railways Africa March 2011 www.railwaysafrica.com
CEDARA TUNNELS
Approach at Boughton from
Pietermaritzburg, September 1957.
Specialists in the manufacturing and refurbishing of all types of railway wheelsets for the Southern African
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WHEEL BUSINESS
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RE
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nk
As a consequence of the closure of the
Town Hill line, the stations at Teteluku
and Ketelfontein - and Duncairn halt near
the south portal of the 831 metre Hilton
Road Tunnel - were no longer needed. The
opening of the Cedara tunnels brought
to a close the duplication project which
shortened the way from Pietermaritzburg
to Ladysmith by 29.3km eliminated 8,352
degrees of curvature (equivalent to 23
complete circles) and required 10 fewer
stations to staff. The combined length of all
tunnelling (nine twin bores and one double-
track) amounted to 27.9km. The total cost
of building the tunnels and associated
trackwork amounted to ₤11 million**.
THE BOUGHTON ACCIDENT A spectacular accident occurred on 17 April
2005 when a northbound container train
headed by three Class 6E locomotives was
left unattended at Cedara. Starting on its
own volition, it ran back through the tunnel,
eventually colliding with a stationary goods
train at Boughton. Loaded with granite, this
had stopped clear of an earlier derailment.
Some 50 goods wagons lay strewn on both
sides of the line over a distance of nearly
one kilometre. It took a week to rebuild the
track during which the main Johannesburg-
Durban line remained closed. The total cost
of the disruption ran into tens of millions
of Rand.
• August 1956: Excavations from the
Cedara Up tunnel and the north heading
from the shaft holed through.
• September 1956: Work on the south
heading of Cedara shaft stopped.
• November 1956: Work started on
Cedara Down tunnel.
• 17 July 1958: Up tunnel holed through
with a closing error of 57mm in line and
32mm horizontally. Of the total length
of 6,022.8 metres 3,014.4 metres were
excavated from the south portal and
3,008.3 metres from the north portal.
In addition, 612.6 metres and 416.9
metres of emergency concrete lining
had been completed from the two
portals respectively.
• September 1958: Work started from
the south portal on concrete lining of
the Up tunnel.
• November 1958: Work started from the
north portal on concrete lining of the
Up tunnel.
• 21 November 1958: Down tunnel holed
through with a closing error of 38mm
in line and 22mm horizontally. Of the
total length of 6,022.8 metres, 3,206.5
metres were excavated from the south
portal and 2,816.3 metres from the
north. In addition, 907.7 metres of
concrete lining from the south portal
and 408.7 metres from the north was
needed to support bad hanging.
• March 1959: Work started from the
north portal on concrete lining of the
Down tunnel.
• April 1959: Concrete lining of the Up
tunnel complete. Altogether 3,579.5
metres were done from the south portal
and 2,443.3 metres from the north.
• May 1959: Work started from the south
portal on concrete lining of the Down
tunnel.
• October 1959: Concrete lining of the
Down tunnel complete, 2,715.1 metres
were done from the south portal and
3,307.7 metres from the north.
• 28 March 1960: Tunnels offi cially
opened to traffi c by minister of
transport B J Schoeman at a ceremony
held at the southern portals. A special
train conveying dignitaries from Durban
and Pietermaritzburg then passed
through.
The tunnel reduced the length of track
needed for the 1:50 grade ascent from
Pietermaritzburg to Cedara by 6.8 km
26 Railways Africa March 2011 www.railwaysafrica.com
CEDARA TUNNELS
References:
SCHMIDT, N F B. The construction methods used on the twin railway tunnels near Pietermaritzburg. The Civil Engineer in South Africa, June 1961, pp 99-113.
New Twin Tunnels on the Natal Main Line. African Roads and Transport, Nov/Dec 1956, pp 179.
Natal Witness, 29 March 1960.
HEYDENRYCH H & MARTIN B. The Natal main-line story, HSRC Publishers, 1992.
RHIND, D M. Hex River Tunnels. S A Rail, vol 29, no 3, May-June 1989, pp 68-70.
Notes:
** In 1960, South Africa’s currency units were still pounds (£) shillings (s) and pence (d). In 1961 one pound became two Rand, but the relevance between past
values and the present has been lost due to the effects of infl ation.
* Hexton will be displaced from its top spot when Gautrain’s main line from Johannesburg’s Park station to Hatfi eld is taken into service later this year. The length
of tunnel from Johannesburg’s Park station to the Marlboro portal is 14,731.7 metres according to the Gautrain website.
Interior of Down tunnel, 1.7km from the Boughton entrance, with work proceeding on the rock
face in the background. (Photos Charles Parry)
SCAW METALSGROUP
SPECIALIST CASTINGS FOR THE RAILROAD INDUSTRYSPECIALIST CASTINGS FOR THE RAILROAD INDUSTRY
Tel: +27 11 842-9303 • Fax: +27 11 842-9710Website: www.scaw.co.za
The Scaw Metals Group (Scaw) is an international group, manufacturing a diverse range of steel products. Its principaloperations are located in South Africa, South America, Canada and Australia. Smaller operations are in Namibia,Zimbabwe and Zambia. Scaw’s specialist castings for the railroad industry include bogies used in freight cars,locomotives and passenger cars. Other products manufactured include:
Freight car castings:• Side Frames • Bolsters• Yokes • Cast steel monobloc wheels• Draw-gear components• Centre plates
Cast steel frames for locomotives:• Steerable locomotive frames• Mounting for electrical parking brakes and brakehangers• Traction motor end shields and suspension tubes in cast
steel, manufactured to customer requirements
Passenger car castings:• High speed, high stability radial axle bogies for motored
and unmotored passenger vehicles• Self steering bogies• Fully machined frames ready for assembly into bogies,
including the fitting of bushings and wear plates• Integrally cast brake hanger brackets and mounting
for auxiliary equipment
Scaw has produced castings for the railroad industry since 1921and is a technological leader in this field and has participated in thedevelopment of unique designs such as the cast adaptor sub-frameassembly used in the “Scheffel” radial axle truck.
Scaw manufactures castings under licence to various licensors, butis an open foundry with the capability to undertake work accordingto individual customer requirements. The company has producedthousands of sets of steel castings for freight cars for both the localand export markets. These include side frames and bolsters thathave been approved by the Association of American Railroads foruse on North American railroads.
Scaw supplies globally and also offers nationwide distributionin South Africa through its strategically located branchesthroughout the country.
Fabf
orm
Gra
phic
s cc
(011
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-991
7
an important stage, with natural gas from Mozambique providing
a signifi cant new feedstock. Sasol is the leader with its oil-from-
coal project, which led to the development of unique technological
capabilities. The challenge for the industry is to become globally
competitive and produce more chemicals for export.
Highly varied commoditiesChemical products of a wide variety in gaseous, granular or liquid
form are well suited to rail transport. These include:
• Solvents, olefi ns and surfactants
• Chemicals packed in containers
• Acids – eg phosphoric, sulphuric, hydrochloric, tar (and others)
• Alcohol – eg ethanol, hexanol and nonanol
• Gases - eg butadiene, hexane, propylene (and others)
• Anhydrous ammonia
• Caustic soda
• Ammonium nitrate
• Sulphur
• Fuel - eg jet fuel, diesel, petrol
• and many other chemical commodities.
To optimise the use of the specialised wagon fl eet and free up
capacity, Transnet collaborates with its customers on projects
such as:
* White Mamba collaborative – bulk liquid train from
Secunda to Richards Bay fi ve times a week. Turnaround time
has been reduced from 14 days to four.
* Green Mamba collaborative initiative – bulk liquid train
from Secunda to Durban twice per week. Turnaround time has
been reduced from 12 days to seven.
* Butadiene gas train, once weekly from Richards Bay to
Newcastle.
A variety of vehicles is used, including open wagons, fl at trucks
and highly specialised tankcars for hazardous, non-hazardous and
dangerous commodities.
Chemical Industry’s contribution to the economyThe chemical industry contributes more than R12 billion per annum
to the South African economy. It is highly complex and diversifi ed,
ranging from low unit-value bulk chemicals to high unit-value but
small-volume and very specialised compounds. The industry is at
Fuel movement inland from Durban on Natcor,
February 2011. Photo: R Fincham.
28 Railways Africa March 2011 www.railwaysafrica.com
SPECIALISED SERVICE
Transnet Freight Rail (TFR) offers unique and specialised total logistics and supply chain services to major players in the local and regional chemicals’ industry. Dedicated chemical freight trains run on a regular schedule, with the service determined by the cost effi ciency of the specifi c freight logistics solution.
H A Z M A TJohn Batwell Explores A Transnet Freight Rail Speciality
TFR ensures that its employees are
appropriately trained, commensurate with
their duties in dealing with dangerous/
hazardous materials:
a) identifi cation and classifi cation
b) packaging requirements
c) loading profi les/specifi cations
d) labelling and marking
e) general hazards presented by the
various classes of dangerous goods
and their safe handling procedures
f) segregation of loads and compatibility
g) placarding
h) rolling stock suitability and service
worthiness
i) loading and offl oading
j) occurrence management, including
contingency planning and emergency
preparedness
k) Railway administrative personnel
interfacing with train operations staff
in the fi eld
Transport of dangerous goods is regulated
to prevent accidents, as far as possible,
to persons or property and damage to the
environment. In South Africa, legislation
(with reference to South African Bureau
of Standards codes of practice) is
prescriptive in specifying the duties and
liabilities of consignor, consignee and
carriers. One of the primary requirements
of transport documents and/or systems
is to convey the fundamental information
relative to dangerous goods being offered
for transport. Therefore, if a consignor
does not declare the hazard/danger of a
product/commodity or the carrier does not
have the information available to transport
the product/commodity safely, or is not
available in emergency situations, this can
be regarded as a criminal offence in terms
of a number acts of parliament, dating back
as far as 1956.
The Rail Safety Regulator Act - Act 16 of
2002 - was promulgated on 5 August of
that year and proclaimed by the president
on 20 September to oversee the safety of
the railway industry. One of the functions
of the Rail Safety Regulator (RSR) is to
The total number of different materials
conveyed by TFR is thirty-two. A variety of
rolling stock is used for conveyance, with
the most hazardous commodities moving
in tankcars.
The South African petroleum industry is
valued at R29.9 billion annually, contributing
3% to the country’s GDP. TFR’s look-in in
transportable volume stands at 40%. The
rail division offers three different services.
First, MegaRail comprises a dedicated jet
fuel rail service from Durban to OR Tambo
Airport in Gauteng. Secondly, FlexiRail
offers block train traffi c movements from
Krugersdorp to Botswana, Pretoria to
Zambia and Sasolburg to Beitbridge. The
third is AccessRail which comprises small
consignment loads transported within
a mixed freight train load. The FuelRail
tankcar fl eet stands at some 4,000 vehicles
with some dedicated to specifi c commodity,
while others are interchangeable.
Hazardous material transport: safety proceduresThe transporting of hazardous materials
calls for specialised handling by staff.
“ The chemical industry contributes more than R12 billion per annum to the South African economy.”
Crime along the line of rail remains a thorn in the
fl esh of Transnet Freight Rail. Photo: Transnet.
29Railways Africa March 2011 www.railwaysafrica.com
SPECIALISED SERVICE
Problems: market share, security and possible PPPsThough logically TFR should enjoy the lion’s
share of the market in moving commodities
that ideally lend themselves to rail
transport, this is far from being the case.
Road transport enjoys a 60% market share in
conveying fuel alone. Door-to-door delivery
still calls the shots in speed of service
and minimal serious delays. An increase
in rail-oriented crime has not proved good
to rail’s image as a result of tardy delivery.
The theft of cable on electrifi ed routes has
made up about 70% of incidents of crime
and vandalism across the railway system.
Trains can be stranded for long hours as
a result. A “double whammy” is then the
theft of product from the train loads while
stranded.
TFR was looking last year at a R500
million spend on security over the two
year period 2010/11. Heavy summer rains
this past season caused the collapse of
embankments and formation failures,
leading to the closure of two lines affecting
the transport of export fuel to Botswana.
An upside to Transnet Board’s fi ve-year
development plan is a proposal to enter
PPPs (public-private partnerships). This
would see the creation of openings for
private companies to invest in specialist
equipment such as chemical rolling stock -
typically for the benefi t of a single customer.
act as the competent authority for the
transportation of dangerous goods by rail.
Internal versus over-border rail movementsUnder the leadership of the RSR and
countries in the Southern Africa
Development Community (SADC), railway
administrations compiled the Southern
African Development Community hazardous
materials handbook. This is used by
all railway personnel involved in the
acceptance, handling, loading, offl oading,
storage and conveyance of hazardous
materials from one country to or through
another country.
The instructions contained in this manual
apply to all hazardous materials tendered
for conveyance across borders by rail within
the SADC countries and are in conformity
with international codes of practice and
standards as adopted by all member railway
administrations.
Hazardous materials’ movement over the border – in
this case Zimbabwe. Photo: G E Cooke.
30 Railways Africa March 2011 www.railwaysafrica.com
SPECIALISED SERVICE
We offer proven rail products with strong after sales service and support in the key markets of:
Our locally manufactured and assembled product offerings are further enhanced by reliably engineered
products supplied through strategic alliances with leading international and locally based Original G
M59
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essl
ink
ALGERIAHIGH PLATEAU RAILWAYConstruction is to start soon on the
153km east-west Saida-Tiaret section of
Algeria’s High Plateau line. The country’s
development agency Anesrif has awarded
a 36-month, €417m design and build
contract to a joint venture in which
Italian contracting fi rm Astaldi has a 60%
stake. The contract includes 41 bridges
and viaducts, 35 road overbridges, two
passenger stations and two freight yards.
The route is a continuation of the 120km
Moulay Slissen-Saida section for which
Astaldi is general contractor
ANGOLACFB REHABILITATION PROGRESS The Angolan government is spending
$US200 million rehabilitating the 1,344km
Caminhos de ferro de Benguela (CFB).
Linking the port of Lobito to the
Democratic Republic of Congo, the line
has been out of action since the outbreak
of the Angolan civil war. According to
deputy minister of transport José João
Kuvingwa, CFB might resume full operation
in the fi rst half of 2012. In terms of orders
worth $89m, China is to supply eight
locomotives, 766 coaches and 94 wagons,
and will train CFB staff.
NEW STATION IN HUILA PROVINCEOn 6 March, the governor of the southern
Huila province, Isaac Maria dos Anjos, laid
the foundation stone for the building of a
new station for Caminhos de ferro Namibe
(CFN), formerly known as the Moçamedes
Railway. The construction of the 3,200m2,
two-fl oor building is being carried out
by the Chinese Hyway-Construções Lda
Company. It will provide for offi ces, waiting
rooms and the department of signals and
telecommunication. The Angolan government has invested more than $US300 million in
the rehabilitation of this railway, the Angolan news agency Angop reports.
BOTSWANABOTSWANA-NAMIBIA COAL LINEConstruction of the new 1,500km Trans-Kalahari railway connecting Botswana’s
Mmamabula coalfi eld with the Namibian port of Walvis Bay is expected to start in 18
months. It will take fi ve years to build with costs expected in the range $US5-9 billion.
Twenty-one consortiums have submitted bids for the project, including Canadian-listed
CIC Energy Corporation. Botswana and Namibia aim to appoint a successful bidder by
mid-2011. A pre-feasibility study funded by the World Bank was to be completed by March.
There is a possibility of a future connection to the Waterberg, reputedly South Africa’s
future major coal mining area.
EGYPTEGYPT’S TRAINS RUNNING AGAINTrain services resumed in Upper and Lower Egypt on 5 February, after fi ve days’ s
uspension due to the wave of nationwide political protests. To comply with curfew orders,
the Egyptian Metro Corporation announced that Cairo’s metro would operate between
06:00 and 19:00.
STRIKES INCLUDE RAILWAYA wave of strikes across Egypt has included the railways, which have now promised
permanent contracts for temporary workers, a primary cause of contention. The strikes
continued despite two public warnings from Egypt’s new military rulers urging strikers to
return to work “at this delicate time”. Altogether, the strikes and the 18 days of successful
protests against the regime of former president Hosni Mubarak cost Egypt’s economy
more than $US1.7 billion, according to estimates released by the offi cial government
statistics agency. The sum included losses in the tourism, manufacturing and construction
sectors, according to the report published by Mena, the state news agency.
Strikers have different priorities but coalesced around a central demand that the
government raise the minimum wage to E£1,200. The rate had remained fi xed at only E£35
per month since 1984.
GHANAACCRA-TEMA LINEThe Accra-Tema railway was planned as a result of rapid population growth, in particular
the workforce of both Accra, Ghana’s capital city, and Tema, a town 24km distant in the
Greater Accra region. This led to heavy traffi c congestion, high road maintenance costs,
increased fuel consumption and environmental pollution.
After abandonment for almost two decades, the Ghana railway system has been through
a major transformation. In October 2010, President John Atta Mills offi cially launched a
diesel passenger train service on the revamped Accra-Tema line, and travelled on the
inaugural journey.
Two diesel multiple units (DMUs) are in use. Supplied by China CNR Corporation’s
Tangshan plant, each train comprises a motor coach and three or more trailers depending
on requirements. The two trains have capacity for 1,200 travellers each. A total of $US8m
was paid to the suppliers between 2007 and 2008, and $13.7m on arrival of the DMUs
in March 2009.
Features include low fuel consumption, automatic door locks, facilities for the handicapped
and an automatic passenger information system. The driver has communication with
the conductors and ticket collectors.
The project to rehabilitate the existing Tema-Accra and Accra-Nsawam suburban railways
and construct new lines commenced in December 2004. It included the building of two large
Passenger train at the new N’dalatando
station, Caminhos de Ferro de Luanda (CFL).
32 Railways Africa March 2011
AFRICA UPDATEAFRICA UPDATE
AFRICA UPDATE
www.railwaysafrica.com
Specialists in refurbishing, upgrading and comprehensive testing of traction motors and auxiliary electric
motors. All traction motors are expertly qualified and load-tested to full capacity on back-to-back motor
test facilities.
ROTATING MACHINE BUSINESS
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E P
ress
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k
culverts at Baatsona, the reconstruction of two broken bridges at
Nungua and Baatsonaa, and the installation of a signalling and
telecommunications system.
The fi rst phase was inaugurated in December 2007 by the then
President JA Kufuor at Asoprochonaa, near Tema. The government
fi nanced phase 1 with a loan of $US5 million, $500,000 from
matching funds and $2.58m from the HIPC (Heavily Indebted
Poor Countries) funds. The Organisation of Petroleum Exporting
Countries (OPEC) granted a loan of $5m in 2005.
NEW LINES IN GHANAThe Chinese companies CMEC and CMC are to start work in April
2011 on the $US990 million railway extension project in Ghana, to
run from the central business district (CBD) of Accra to Avenor, for
completion in 2012.
Construction on the more extensive Nsawam-Kumasi and Ejisu-
Tamale-Paga new line projects, worth $6 billion, are also expected
to begin this year. A new branch line to Yendi is included. Completion
will add 1,200km of rail to Ghana’s network. New trains running at
160km/hr are envisaged, according to www.ghanaweb.com.
GUINEATRACK RELAYING IN GUINEABrazilian mining giant Vale SA has started laying track on the
330km Conakry-Kankan railway in Guinea.
A statement released by Vale explains it is refurbishing the line
as part of an accord with the Guinea government, to contribute
to the country’s social and economic development. Reconstruction
of the line, run by the Guinea government but out of operation
since 1983, is part of Vale’s commitment to developing Guinea’s
Simandou iron ore province, the company explains.
In April 2010, Vale announced it would invest in Simandou,
which it says will be the largest integrated iron ore mine
and infrastructure project yet developed in Africa. Vale has
programmed investments of $US861 million in the project in
2011. Vale’s Simandou project, being developed together with a
local partner, foresees initial production of 15 million metric tons
of iron ore in 2012, rising to 50 million tons a year in 2020. The
Simandou project will have its own dedicated rail line leading to
a maritime terminal on the coast of Liberia, Vale says.
KENYARVR EXPANDS NAIROBI COMMUTER SERVICERift Valley Railways has increased the frequency of its commuter
services in Nairobi and has introduced a new route. Chief
Executive Brown Ondego says the improvements will help cope
with growing demand in the city. Trains are operating from 05:00
to 19:00 on weekdays.
Areas benefi ting are Kahawa, Dandora, Embakasi, Ruiru, Kikuyu,
Kitengela, and Athi River. According to Ondego, service frequency
has been increased from 8 to 18 daily commuter trains - a 125%
improvement. In addition, a new route has been introduced from
Nairobi CBD to Athi River that includes a halt at Kitengela. A fare
of 50 shillings applies, unlike the arrangement on other routes
where tickets are priced on a zonal basis, though still remaining
the most competitive transport option in terms of shillings per
kilometre.
KENYA SEEKS NAIROBI OPERATOR Kenya is seeking an operator to manage its Nairobi commuter
railway system which is to be upgraded and expanded at a cost
of $US100 million by next year. State-owned Kenya Railways
Corporation (KRC) and London-based private infrastructure
development trust InfraCo Ltd have put up an international tender
for an operator to help in developing the railway system and
eventually manage it when completed. Private consortium Rift
Valley Railways’ fi ve-year concession agreement to manage
passenger rail services in Kenya ends this year.
Nairobi residents who use rail transport at present face an
unreliable though cheap service. According to the offi cial tender
announcement, “The new system is expected to comprise 10-15
commuter trains initially, operating over four lines, one of which
will be a new express link to the Jomo Kenyatta International
Airport from the Nairobi Central Station.”
KRC managing director Nduva Muli says the existing 61km
route length is to be expanded to 176km. It will entail the
replacement of the current locomotive-hauled trains with diesel-
electric multiple units, “said to be more suitable and effi cient for
passenger carriers.” KR statistics show that the present trains
BURKINA FASO
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Nkoranza
Bole
Sawila
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Bolgatanga
Hamale Paga
Sheini
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TemaHumi
Valley
Awaso
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34 Railways Africa March 2011 www.railwaysafrica.com
AFRICA UPDATE
on the construction of the new 550km line between Sirt and
Benghazi in Libya. Worth €2.2 billion, the contract includes the
building of six major stations.
In late February, RZhD president Vladimir Yakunin gave the
assurance that: “the safety of our employees is one of the
priorities at Russian Railways. The company knows the exact
location of all its staff abroad, and all of them are safe. We are
working closely with Russia’s ministry of foreign affairs and the
Russian embassy in Libya to identify options to ensure the safety
of our employees.”
On 4 March, the unrest “front line” reached the Russian
construction base at Ra’s Lanuf, halfway between Benghazi and
Surt. Work on the Libyan coastal main-line from Ras Ejder on the
Tunisian Border through the capital city Tripoli to Benghazi came
to a halt as workers left to escape the civil war.
MOZAMBIQUENACALA LINE COSTRehabilitation of the railway between Malawi’s commercial capital,
Blantyre and the Mozambican port of Nacala, in Mozambique’s
northern province of Nampula, will cost $US231 million, of which
$8 million is to be reserved for emergency repairs.
The estimate was given by Victor Lungu, director of the planning
and transport department in the Malawian ministry of transport
and public infrastructure, based on the fi ndings of a study
fi nanced by the European Union. The study found that after
rebuilding the line, trains would be able to complete the Nacala-
Blantyre journey in 38 hours at speeds between 50 and 70km/h,
compared with the current journey time of between 5 and 7 days
- at speeds restricted to 20km/h due to the state of the line.
SENA LINE - FURTHER UPGRADECaminhos de ferro do Moçambique (CFM – the state railway &
ports) has unveiled plans to spend $US285 million to rehabilitate
and expand the Sena railway in a bid to handle coal exports from
the western province of Tete to the coast. Around $85 million will
be used to further rehabilitate the Sena line to carry six million
tons of coal annually by 2011, with a further $200m earmarked to
increase the railway’s capacity to 12 million tons in 2014.
The Sena line connects the town of Moatize in the Tete coal basin
to the port of Beira.
carry about 19,000 people a day in 41 carriages, bringing in
$US5,937.50.
“We want to modernise the infrastructure, improve the rail quality,
build new stations and then we will be providing infrastructure
that encourages other transport mode interactions such as
park-and-ride,” Muli says. KRC and InfraCo signed a partnership
agreement in 2009.
The “park and ride” concept will see commuters parking their
cars at the nearest station and riding into the city from where
they can either walk to their destination or connect by public
transport. The project will therefore see KRC and the developer
investing in major parking areas and commercial hubs at main
stations. This will earn income through property rent, thus
increasing profi tability.
In terms of the arrangement, InfraCo will fund the initial cost of
the project and later recoup the money - if the project proves
successful - by selling its interest to the private sector. If it fails,
the money used will be written off as a grant to the Kenyan
government, meaning Kenya Railways bears no risk in implementing
the project.
LIBYACHINESE CONSTRUCTION HALTEDState-run China Railway Construction, which has evacuated
most of its employees from Libya, says billion-dollar projects are
in jeopardy. A statement to the Shanghai Stock Exchange
explained: ‘’Due to increasing turbulence in Libya and attacks
against some of the company’s camps, all projects of the
company have been suspended. Given the uncertain situation...the
preservation of equipment and materials on site and subsequent
development remain unclear.”
The company’s three projects in Libya have a total contract
value of $US4.24 billion. Only about a sixth of the work, or $686
million’s worth, has been completed, according to the statement.
The remaining $3.55 billion’s worth of contracts accounted for
2.3% of the company’s total outstanding contracts globally, it said.
The media reported China launching an “air, sea and land
operation, to evacuate more than 30,000 citizens from Libya,
working mainly in the oil, rail and telecom sectors.
RUSSIAN CONSTRUCTION HALTEDRossiiskie Zheleznie Dorogi (RZhD – the Russian State Railway)
had 204 specialists from the company and its affi liates working
The substance of this article appeared in the East African, together with
this photo of a UK dmu captioned: “A modern locomotive with diesel
electric multiple units.”
Al Kuma
Sabha
36 Railways Africa March 2011 www.railwaysafrica.com
AFRICA UPDATE
www.railwaysafrica.com
CFM expects the current rehabilitation work to be completed
before the end of June 2011, despite Ricon, the responsible Indian
consortium, falling behind deadline.
Another $400m is to be spent to increase the throughput capacity
at the port of Beira from 15 million to 18 million tons by 2013
or 2014.
Brazilian mining titan Vale expects to start shipping coal by early
July 2011, and Australia-based Riversdale Mining expects to begin
in September. Vale has reserved rights to ship four million tons
on the Sena line, and Riversdale has reserved the remaining two
million tons of capacity.
MOZAMBIQUE NEEDS RAIL WAGON INDUSTRYAccording to minister for transport and communications Paulo
Zucula, quoted by the Maputo press, the Southern African
region has a market and needs that justify creating a rail wagon
manufacturing industry in Mozambique. The minister was
speaking during an offi cial visit to Mozambique by the Portuguese
minister for transport and communications, and the signing
of an agreement to set up an industrial unit in the country by
Mozambique and Portugal.
No dates were given but Zucula said Mozambique is “interested
in making it happen as soon as possible”. This is because, as
well as the prospect of providing the country with the rail trucks
it needs to deal with transporting coal mined in Tete province,
there are regional rail transport demands to be met.
Botswana is developing its coal reserves, and countries such as
neighbouring Zimbabwe, Zambia and Malawi are increasing their
investment in railway systems. South Africa is currently the only
country capable of supplying railway wagons.
In terms of the deal signed by Zucula and Mendonça, Mozambique’s
rail and port management company Portos e Caminhos de
Ferro de Moçambique (CFM) and Portugal’s rail equipment
maintenance company Empresa de Manutenção de Equipamento
ZIMBABW
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SOUTHAFRICA
MOZAMBIQUEMALA
WI
ZAMBIA
Beira
Dondo
Inhamitanga
Manica
Mutare
To Harare
To Bulawayo
Inhambane
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Caia
Vila de Sena
Marromeu
Mocuba
Nacala
Monapo
LumboNampula
Cuamba
Entre LagosNkaya
Moatize
Chiromo
Mutarara
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Chipata
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Indian Ocean
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Zambesi River
TANZANIA
Lake
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i
1500 300 450
Km
Morrumbala
www.railwaysafrica.com
Ferroviário de Portugal (EMEF) are to be responsible for setting
up the company.
“We believe that in the next 40 to 50 years there will be no
market problems for rail trucks, as only South Africa produces
them, at a time when we have information about so many orders
that they are unable to meet them any more. Therefore, there is
a market to make the company viable,” said Zucula, for whom
investing in Mozambique equates to investing in the Southern
African Development Community.
Mozambican government projections point to the country
needing at least 600 wagons over the next fi ve years to transport
coal from Tete from mid-2011.
NIGERIAABUJA-KADUNA RAIL PROJECT IN NIGERIAThe China Civil and Engineering Construction Company (CCECC)
has commenced building the new $US874.3 million Abuja to
Kaduna railway in Nigeria, a distance of nearly 200km. In December
2010, the Nigerian government secured a concessionary loan of
$500m from the Chinese government towards the three-year
project.
LAGOS-ILORIN SERVICE STARTSThe Nigerian Railway Corporation (NRC) commenced passenger
trains operation between Lagos and Ilorin on 23 March. In
accordance with instructions by minister of transport Alhaji
Yusuf Suleiman, passengers were carried free for the whole of
the fi rst week. Departure from Lagos is at 09:00, arriving in Ilorin
at 19:00. The train returns on the following day. Intermediate
stops include Iddo, Agege, Ijoko, Abeokuta, Ibadan, Iwo, Ede,
Oshogbo, Ikirun, Inisha and Offa.
SWAZILAND
PROPOSED SWAZILAND-SA CONNECTIONSwaziland Railway (SR) is currently engaged in talks with its South
African counterparts on a proposed new railway link between
Lothair (in Mpumalanga, endpoint of an existing branchline from
Ermelo) and Matsapha.
SR CEO Gideon Mahlalela says discussions are ongoing and there
is cabinet support for the line. As the iron ore mine at Ngwenya is
likely to open, the line he says would be viable.
Swaziland, Mahlalela points out, is a rich country as it boasts
numerous mineral deposits. Conceding that the poor are poor, he
points out that only government commitment can change that.
UGANDAUGANDA PASSES OUT ARMY RAIL ENGINEERSUgandan President Yoweri Museveni has passed out the fi rst
batch of 47 pioneer Uganda People’s Defence Force (UPDF) railway
engineering students from the National University of Science
and Technology at Lugazi. The graduates subsequently joined the
reconstruction project between Mbale and Soroti on the 503km
Tororo-Pakwach line, out of service for more than 20 years.
The university, bought from the defunct Lugazi University in
2010, equips soldiers with civil works skills, according to college
head Brigadier Timothy Sabiiti Mutebile. He says the institution
is to become a fully fl edged university of science and technology,
specialising in military engineering sciences, development and
research.
Mutebile says Uganda was chosen by the East African Community
to host the military engineering school, the fi rst in Africa.
President Museveni was quoted saying: “I has been wondering
why Africans cannot build their own railway system. I became
determined that we will do it, but I was busy with the problem
of confl icts on the continent”. He said the problem with Africans
was an inferiority complex, which hinders them from looking at
their ability and only look for help from elsewhere.
The President said it had been decided to use the army to build
the railway and ask Murungi to train the engineers.
Museveni said there is a need to have a railway link with Southern
Sudan. He said the government would acquire equipment for the
military to help them in the civil works, to be included in the next
budget. “I can see that in future the UPDF Engineering Brigade
can be contracted to work in other African countries,” Museveni
said, promising a law to enable the military engineering brigade
to bid for contracts along with other contractors.
ZAMBIANEW ZAMBIAN MINE RAILWAY PLANNEDSteel producing fi rm Universal Mining and Chemical Industries
has allocated $US100 million towards the construction of a new
railway from Zambia’s Lusaka westwards to the Mumbwa district –
about 170km. The funds will be mainly used for feasibility studies,
geological investigations and exploration works, which are expected
to commence this year. The main objective is the conveyance of
iron ore for export.
ZAMBIAN NORTH-WESTERN RAILWAYThe private-initiative Zambian North Western Railway project,
dormant for some years, is being revived. Intended to link
existing lines on the copperbelt with north-western Zambia, it will
facilitate the transport of copper and other minerals, including
uranium currently being stockpiled by Equinox Resources,
MO
ZA
MB
IQU
EREPUBLIC OF
SOUTH AFRICA
PIGGS PEAK
MANANGA
TSHANENI
MHLUME MHLUME
SIMUNYE
MILL
MLAWULA
SITEKI
MANZINI
LUBHUKU
PHUZUMOYA
SIDVOKODVO
MATSAPHA
SIPHOCO
MALOYO
MGWILI
KADAKE Hhohho
Lubombo
Shiselweni
HLATIKULUBIG BEND
NTSOKO
LAVUMISA
to Lothair
MPAKA
EHLANEMBABANE
SWAZILAND
Kilometres
0 10 20 30 40 50
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38 Railways Africa March 2011 www.railwaysafrica.com
AFRICA UPDATE
owners of the Lumwana Mine in Solwezi near the border with
Angola. It is hoped to complete construction of the 405km line
in two years. Project chairman Enoch Kavindele expects costs in
the region of $US500 million. Ultimately it is intended to extend
the line to meet Angola’s Benguela railway, to provide a shorter
route to the Atlantic and markets in Europe.
ZIMBABWENRZ FREIGHT STATS PLUMMETThe National Railways of Zimbabwe (NRZ) reports a decline in
goods carried to two million tonnes in 2010 from 18 million
tonnes shipped in 1998. A government report says declining
volumes following a plunge in industrial output have resulted
in staff numbers at NRZ’s Bulawayo headquarters dropping to
2,000 in 2010 from 8,000.
“Apart from the rapid slide in industrial output, which sustains
operations in large logistical companies across the globe, the
NRZ has been hamstrung by massive inter-parastatal debt,”
the Financial Gazette writes. “A report by the World Bank
recommended in 2009 that NRZ should decommission two thirds
of its aged tracks, and implement an extensive rehabilitation
programme.
“The company has been a victim of serious vandalism.
Government last year allocated $US15 million for track, wagon
and locomotive rehabilitation and refurbishment programmes
at the NRZ. But fi nance minister Tendai Biti said ‘requirements
for NRZ infrastructure rehabilitation and maintenance far exceed
budgetary capacity. Hence, the 2011 national budget interventions
will be limited to on-going basic refurbishment programme of
wagons, locomotives, track and signal systems to sustain current
capacity’.
“For decades, Bulawayo, which is the headquarters of the NRZ,
had thrived on the company’s strength to provide employment.
But today, NRZ - once the biggest employer in Matabele-land - is
barely surviving.
“The parastatal has been trying to reintroduce steam trains and
is rehabilitating its diesel locomotives to remain afl oat after 10
years of vandalism to its infrastructure - from signalling equipment
to electricity cables. In May last year, it was estimated that 36%
of the NRZ’s diesel locomotives were in service and that only
64% of its wagons were operational.
“At the time, reports said more than $US10 million was required
to resuscitate the electrifi ed route from Dabuka to Harare.
But without a proper monitoring system in place to reduce
vandalism, NRZ public relations manager, Fanuel Masikati told the
Financial Gazette, it would be unwise to reintroduce electric trains.
The threat of vandalism, he said, was still high.”
Zambian scene in 2006. Photo: Dietmar Fiedel.
PO Box 9375, Centurion0046, South Africa
105 Theuns St. , Hennopspark, Centurion, 0157, South Africa
Tel: +27 (0)12 653-4595Fax: +27 (0)12 653-6841www.vherail.co.za
AFRICA UPDATE
In March, Brian Molefe (43) was appointed
group CEO of Transnet. Chris Barron,
writing in Business Times, says the man
may know nothing about trains, “but he has
learned a lot about politics. And that, said
observers when the equally inexperienced
Maria Ramos was appointed, is the most
important qualifi cation.”
The new CEO, Barron notes: “was
earmarked for greatness by the ANC
before it came to power in 1994. He quickly
became one of the new government’s
brightest young stars, and deservedly so.
He had solid academic qualifi cations, and
is intelligent, thoughtful, personable and
confi dent.
“In 2003, aged 36, he became one of the
most infl uential people in the country
when he was put in charge of the Public
Investment Commission (now the Public
Investment Corporation), which managed
a fund of more than R300 billion of public
employees’ pension money. Under him, the
fund grew to over R800 billion, and he used
his position to become one of SA’s most
prominent players.
“He was a regular at Davos where the
who’s who of the world’s richest and
most powerful met yearly to pontifi cate.
He was a prized participant in then fi nance
minister Trevor Manuel’s brainstorming
sessions on South Africa. In recent
times Molefe lost his position at the PIC
and seemed to have fallen from favour.
However there is no question about it – he
is back in the big time now.
Footnote: South African Transport and
Allied Workers’ Union (Satawu) president
Ezrom Mabyana told the press: “We don’t
welcome Molefe’s appointment.” The union
is happy he is black, but does not think he
“understands” Transnet. Sunday Times
staffer Brendan Boyle recalls that Molefe’s
wife Portia was director-general of the
department of public enterprises under
former president Thabo Mbeki.
NEW TRANSNET EXECUTIVEThe recent fi nalisation of its new executive ended nearly two years of uncertainty, Transnet says, following the departure of Maria Ramos to Absa Bank early in 2009.
Taking effect on 31 March, the new exco comprises CEO Brian Molefe; Siyabonga Gama - reinstated as Transnet Freight Rail (TFR) CEO despite dismissal in 2010 ; chief risk offi cer Virginia Dunjwa; group executive for planning and monitoring Mark Gregg-MacDonald; human resources and strategy head Pradeep Maharaj; Transnet Pipelines CEO Charl Moller; Transnet National Ports Authority CEO Tau Morwe (who has been acting head of TFR); group executive for Transnet capital projects Moira Moses; group executive commercial Khomotso Phihlela; Transnet Port Terminals CEO Karl Socikwa (in acting capacity until now); executive responsible for legal, corporate and public affairs Zola Stephen; Transnet Rail Engineering CEO Richard Vallihu; and acting group chief fi nancial offi cer Anoj Singh – who has been acting since predecessor Chris Wells became acting CEO two years ago.
According to Molefe, the new exco will be tasked with “prioritising customer service”. The group plans to spend R110 billion on capital projects up to 31 March 2016.
TRANSNET’S NEW CEO
“ has solid academic qualifi cations, and is intelligent, thoughtful, personable and confi dent.”
40 Railways Africa March 2011 www.railwaysafrica.com
RAIL NEWSSOUTH AFRICAN
SA RAIL NEWS
In a ceremony held at its Koedoespoort
manufacturing facility in Pretoria on 21
February, Transnet Limited took delivery
of the fi rst two of the 100 locomotives it
is purchasing from General Electric South
Africa Technologies (Gesat) - the local
arm of General Electric (GE). Transnet
and General Electric entered into an
agreement for the supply of 100 model
C30ACi diesels - the fi rst AC main-line
diesel locomotives to be introduced
in sub-Saharan Africa. Three of these
generate the same hauling power as four
of the older models currently in use, saving
approximately 600,000 litres of fuel a
year. These units, to be used both on the
export coal line and general freight
business of Transnet Freight Rail, are
part of the group’s fl eet renewal plan and
R93.5 billion, 5-year capital investment
programme.
In terms of the agreement, GE will build
the fi rst 10 diesels at its plants in the
United States, while the remaining
90 will be assembled at Transnet Rail
Engineering (TRE) manufacturing facilities
in Koedoespoort. GE will supply all
major components including engines,
alternators and other hardware. TRE will be
responsible for the complete assembly as
well as sub-assemblies.
TRANSNET’S NEW CLASS 43 LOCOS
ANOTHER 32 CLASS 15E LOCOSTransnet Freight Rail (TFR) announced on 2 March it had placed
an order for 32 additional new class15E locomotives for its
861km Sishen-Saldanha iron-ore railway, in line with the targeted
capacity boost to 61 million tons a year. The $US230 million
order was placed with Venus Railway Solutions, the local black-
empowered subsidiary of Japanese company Mitsui.
The contract specifi es a minimum local content requirement of
50%. The locomotives are to be built at Union Carriage & Wagon
(UCW - a Murray & Roberts subsidiary) in Nigel with some
components supplied by other local entities. Production is to
begin in December 2011, with delivery of the fi rst unit by May
2012 and the last by August 2013.
Recently appointed Transnet CEO Brian Molefe says service
levels are expected to improve signifi cantly as TFR progressively
implements its fl eet renewal strategy. To date, 68 new
locomotives have been placed in service – 28 class 15E (50kv AC)
on the iron-ore line and 40 dual-voltage class 19E (25kV AC and
3kV DC) on the coal line to Richards Bay.
In addition to the local manufacturing, there are stringent skills
transfer and development targets. These include training of
engineers, students and apprentices, as well as operating a
welding school to produce nearly 700 welders, with the majority
of benefi ciaries being historically disadvantaged. On 2 April, a
welding school is being opened at UCW.
TFR accounts for roughly half of the Transnet group’s R110 billion
spending programme over the next fi ve years in expanding
capacity and improving infrastructure. This is in addition to the
R73 billion spent over the last fi ve years.
Class 15E loco (Co-Co, 4,500kW , 6,000hp,
50kV AC) at Saldanha. Photo Andre Kritzinger.
SA RAIL NEWS
www.railwaysafrica.com 41Railways Africa March 2011
GAMA REAPPOINTED CEO OF TFRIn March, it was announced
that Siyabonga Gama has been
reappointed CEO of Transnet
Freight Rail (TFR). The posts of
Transnet group CEO and TFR CEO
are the parastatal’s two most
senior positions.
According to a 29 June 2010
statement, TFR CEO Gama,
suspended since September
2009, was to be immediately
dismissed. This course was
recommended by Mark Antrobus SC, who chaired a disciplinary
inquiry. Gama was found to have awarded an R18m contract
to a fi rm that happened to be linked to communications
minister Siphiwe Nyanda. This was irregular; his authority was
limited to contracts less than R10m. He was also found to have
failed to comply with conditions for an R800m contract for
refurbishing locomotives. A charge added during the course of the
hearing arose from “sustained public attacks mounted by Gama,
through his attorney, on the company’s board and executive,”
according to Transnet spokesman John Dludlu.
In February 2011, Gama was appointed as an executive in the
offi ce of Transnet’s chairman. The Congress of South African Trade
Unions (Cosatu) reportedly expressed concern over Gama’s return
to the group, saying he had endorsed “suspect” deals.
The Transnet board - newly appointed group CEO Brian Molefe
told Engineering News - decided that the sanction against Gama
had been too harsh: “He was not found guilty of corruption, or
theft, or dishonesty. He has got a lot of experience in rail, which
I need at the moment.” He added that Gama had received a fi nal
written warning.
PRASA RAIL RENEWAL WORKSHOPOn 5 April, the Passenger Rail Agency of South Africa (Prasa)
is holding a one-day workshop in Midrand, to gauge the rail
industry’s ability and interest to assist in its rolling stock renewal
programme. In terms of an envisaged “market engagement
process”, market feasibility studies are to be carried out by
Prasa in partnership with the Department of Transport (DoT),
the Department of Trade and Industry, the National Treasury and
rolling stock manufacturers (and fi nanciers) on the fl eet renewal
programme.
The workshop aims at determining the market’s ability “to
supply adequate quantities of rolling stock suitable to local
requirements, at the same time measuring the potential appeal
to fi nanciers of providing long-term fi nance.”
According to the DoT, “the process will interrogate the market
potential to produce at least 300 passenger coaches a year”;
the possibility of “maintenance or signifi cant/whole life support”
for manufactured coaches; the interest in Prasa’s fl eet renewal
programme of companies “with production lines in at least
three countries”; as well as companies’ prior South African train-
building and maintenance provision experience, or “willingness
to transfer technology to a South African production facility”.
BRANCHLINE CONCESSIONINGAn offi cial Transnet announcement says:“Following submissions of Expression of Interest, the latest development on the concessioning process is that:
* Transnet’s newly appointed Board of Directors is being briefed
on the branchline concessioning process and preparations are
under way to issue a Request for Proposals (“RFP”);
* The RFP is the competitive bidding phase in which Transnet
will provide detailed information about each branchline
opportunity and request the submission of formal proposals
for the award of concession rights;
* Transnet remains committed to involving the private sector in
unlocking the potential of the branchlines so as to provide a
responsive economic transport infrastructure;
* Interested parties are advised that Transnet Freight Rail
cannot accede to requests for assistance in conducting
infrastructure assessments and engagements with customers.
The forthcoming RFP process will facilitate site visits by
bidders and suffi cient time will be provided in the RFP period
for bidders to assess the market opportunities;
* Branchlines that are currently operational will, in the interim,
continue uninterrupted and will be maintained to the required
standards throughout the concessioning process; and
* Transnet reserves the right to withdraw or to suspend or to
terminate any of the processes forming part of the proposed
branchlines procurement process at any time and from time
to time, without prior notice and without liability to compensate
or reimburse any party or person.”
Queries can be sent to [email protected]
Six years have gone by since TFR CEO Gama announced the proposed
concessioning of branchlines at the 2005 Africa Rail conference. During
this time, the vandalising of branchlines escalated (some were literally
stolen) leaving little chance of revival. Too much talk, as usual; far too little
done. Photo: Jacque Wepener.
Transnet Freight Rail CEO Siyabonga Gama.
42 Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
TRANSNET CAPEX PLANNew Transnet CEO Brian Molefe, addressing the business
community in Durban, outlined rolling capital investment plans to
31 March 2016. During the fi ve years, R110.5 billion is to be spent
on rail, ports and pipelines. The aim, he explains, is to improve
performance in South Africa’s logistical system, which “currently
constrains export-led growth”.
Particular attention, Molefe promised, is to be given to backlogs
in rail and to boost operations at Pier 2 in the Durban container
terminal, “which is currently underperforming”.
The bulk of the fi ve-year expenditure is to go to Transnet Freight
Rail (TFR). Some R63.7 billion is to be spent on “growth and
maintenance projects”, of which R16.4 billion is earmarked for
the coal export line from Ermelo to Richards Bay. A further R11.4
billion is to be spent on the iron-ore export line from Sishen
to Saldanha.
The Transnet National Ports Authority will spend R23.2 billion and
Transnet Port Terminals R5 billion. Transnet Pipelines will spend
R15.1 billion and Transnet Rail Engineering R1.6 billion.
Transnet chairman Mafi ka Mkwanazi says the planned investments
will increase the group’s volume capacity by an additional 70
million tons to 250 million annually. “In fact there is suffi cient
demand for an additional 80 million tons”, he says, and
acknowledges that current lack of capacity is stifl ing economic
growth and development.
RAIL’S SHARE OF A HUGE BACKLOGModernising and upgrading South Africa’s “creaking infrastructure”
would cost up to R1 trillion over the next four years, but can no
longer be delayed, parliament has been told. There are backlogs
in water, electricity, sanitation, other infrastructure – and railways.
Economic development minister Ebrahim Patel puts the total
annual expenditure on infrastructure over the next four years at
R250 billion annually, an 18% increase on the state’s previous
infrastructure spending estimate of about R846bn for the three
years to 2013.
Altogether R470bn to be spent on road and rail combined, to
stimulate sustained economic growth and generate many of the 5
million jobs government has promised to create by 2020 in terms
of its New Growth Path. Transport minister Ndebele says R93bn is
to be spent on commuter rail services and between R260bn and
R300bn on intercity rail’s Shosholoza Meyl.
Financing options, to be discussed at an international investors’
conference in June, are to include “a combination of state, private
sector and user funding.”
Passenger Rail Agency of SA (Prasa) CEO Lucky Montana says
8,600 new coaches are needed for commuter rail and more than
2,000-plus coaches for long-distance travel. Speaking at a media
briefi ng, Montana said each coach would cost between R11 million
and R12 million.
An 18-year programme is “in discussion with the departments of
transport, trade and industry, public enterprises and the Treasury”,
and it is hoped to have the fi rst new coaches delivered in 2014-
15. Montana’s envisaged strategy is to buy the technology from
abroad and produce coaches locally once the production capacity
has been developed. He expects this to take about three years.
[According to Business Day, “Prasa has 4,638 coaches for its Metrorail
commuter operations, 97.5% dating to the late 1950s.” If the fi gure
4,638 has been correctly reported, the intention is evidently to almost
double the fl eet (to 8,600). In any event, the “97.5% dating from the
50s” clearly cannot be right, as elsewhere it is stated: “The average
age of the coaches is more than 40 years, with 33% of the fl eet being
over 36 years and therefore uneconomical to upgrade and unsafe to
operate.” – Editor]
“ Molefe said the lessons learned in
the delays and cost overruns on the
Durban to Johannesburg pipeline
project, the price of which had risen
from less than R10 billion to over
R21 billion, positioned Transnet as an
ideal consultant for future pipeline
projects in the rest of Africa.”
Prasa Group CEO Lucky Montana
Prasa CEO Lucky
Montana: looking
to buy 10,600
coaches at around
R12 million each.
43Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
KIMBERLEY YARD CONTROLRailComm has completed installing
an automation system at Transnet’s
Beaconsfi eld (Kimberley) Yard. The system
includes RailComm’s DOC® server-based,
central-control system and 11 associated
outdoor-rated control panels. Radio is
used to communicate between the offi ce
system, control panels and power-operated
sets of points, which are worked by
RailComm’s universal switch controller.
GARRATT ON THE ROADOn 14 March, ex-National Railways of
Zimbabwe Garratt no 398 left Beaconsfi eld
(Kimberley) for Durban, en route to New
Zealand – by road. The 15th class engine
(4-6-4+4-6-4, built by Beyer-Peacock in
1950) was conveyed in three sections by
three abnormal load vehicles, overnighting
at Senekal and Ladysmith.
The following account was posted on
zimrail: “NRZ 15th class 398 stored at
Beaconsfi eld by Steamnet 2000 since
March 2008 fi nally departed on 14
March 2011. The loco is owned by Steam
Incorporated of New Zealand, represented
by Russell Gibbard of Wellington.
“Mike Du Plooy Consultants were
appointed to manage the loading and
move throughout from Beaconsfi eld to
Wellington New Zealand, and Saxport
were appointed by Mike for the logistics.
“The three-day operation to lift, load
and dispatch 398 worked smoothly and
thanks are due to TFR staff for tolerating
and assisting during the operation,
especially as it involved a blockade on an
adjacent running line for 48 hours and
switching off the 25kv overhead for the
loads to exit the depot.
“Good progress was made on the Sunday
with the boiler unit loaded and clear by
11:00 but work dragged on, especially
the welding and placement of rails
onto lowbeds. The front unit was only
lowered onto lowbed no 3 at 20:00. After
clearance work it was midnight before the
blockade could be terminated.
“Projected time frame: Sail from Durban 8
April, offl oad & reload Melbourne 28 April
to 2 May, Auckland arrive 16 May.”
DURBAN AIMS FOR OWN GAUTRAINDurban is set to get its own Gautrain in
terms of a wide-reaching public transport
plan soon to be offi cially tabled at the
ATLANTIC RAIL The Atlantic Rail company’s steam excursions
from Cape Town are going well. On 27
February, it was possible to run right through
to Simon’s Town following reopening of the
scenic single track south of Fish Hoek. Peter
Rogers took the photos.
The train makes one intermediate stop at
Kalk Bay (2km before Fish Hoek) and returns
after a break of three hours at Simon’s Town.
The adult return fare is R220, children 3-12,
R110. At a lesser fi gure the 72km operation
(there and back) would not be viable
because of the heavy costs involved - like
R10,000 for the six tons of coal consumed on
every trip. Excellent restaurant facilities and
curio shops are to be found at Kalk Bay. At
Simon’s Town there are restaurants and a fi ne
museum which is opened on those Sundays
when steam trains run.
Atlantic Rail’s running programme to the end
of April can be found at:
http://www.atlanticrail.co.za
Phone 021 556 1012
E-mail [email protected]
Class 24 no 3655 heads the Atlantic Rail
excursion at Kalk Bay.
Kalk Bay level crossing.
Tender overfl ow.
End of the line.
44 Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
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coach parts through to state-of-the-art permanent way components. We also serve the mining, automotive
and marine industries.
FOUNDRY BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
GM
52
1_
TR
E P
ress
lin
k
eThekwini municipality, followed by a full-scale public participation
process. Transport authority head Thami Manyathi says the plan is
“90% complete” and is to be tabled by May.
A rapid rail network, “much like the Gautrain” is envisaged to link
Umhlanga and King Shaka International Airport.
MIDDLETON ON GAUTRAINDr John Middleton of the World Bank, writing in his personal
capacity, observes:
“Quite a lot of comment on Gautrain recently which I cannot resist
adding to:
‘Gautrain is built and operated by a commercial company.’
“Yes it is and as a commercial company it’s far from a ‘fi nancial
disaster’, in fact its doing very well. Why - because its all underwritten
by the government. The deal that the operating consortium
got was so sweet they will never be out of pocket. However,
whether the government will ever get a return on its investment is
highly debatable.
“Having said that I rode it from the airport for the fi rst time
in January and very nice it is too, clean and all works very well
(you also get an unusual view into Kelvin Power Station where their
two Hunslet diesels are visible from the train; these were never
visible from outside the fence before).
“You do feel as if may be got off in the wrong city as the ambiance is
more 09.30 London to Brighton....(the same type of train for those
who haven’t a clue what I am on about)”
MINISTER OF PUBLIC ENTERPRISES: NO PRIVATISING Newly appointed South African minister of public enterprises
Malusi Gigaba, 39, told Sunday Times writer Brendan Boyle he does
not expect any change in the corporatisation of the big enterprises
like Transnet and Eskom, and he rules out privatisation, which, he
says, “wasn’t in the mind of the government at present or in future.”
Gigaba said he believed the boards and management of the
corporations all accepted “they must amend the Trevor Manuel-
taught discipline of the bottom line and tweak their corporate
strategies to support the government’s interventionist policy
of using the share of the economy it owns to boost growth and
employment.”
NO SPENDING ON SA HS RAIL - YETBantu Holomisa from the United Democratic Movement (UDM) was
reported recently saying:
“Recent statements by the Minister of Transport, Mr Sbu Ndebele,
about his department’s plan to spend billions of Rand on
luxurious speed trains and related projects for rail routes linking
Johannesburg to Cape Town, Johannesburg to Durban and
Johannesburg to Messina, leaves the UDM perturbed by the
government’s lack of prioritisation. We are particularly troubled by
the reports that, as usual, there are certain politically connected
companies and individuals who stand to benefi t from these
projects....”
The minister responded: “We wish to categorically state that,
except for the Gautrain, to date not a cent has been spent on the
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Email: [email protected]
Website: www.thermitrex.co.za
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Johannesburg,
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South Africa
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46 Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
roll-out of any high-speed rail project in South Africa. Cabinet
approval will kick-start a process including a feasibility study on
the viability of high-speed rail. The Department of Transport intends
to call for expressions of interest in July 2011. In June 2011, we will
also be hosting an investors’ conference to consolidate the interest
in our transport infrastructure projects, including high-speed rail.
There is no way that anyone could know, before we have even
called for expressions of interest, that they will win the right to
construct any rail project.
“As the fi rst country in Africa likely to have such a project, we owe
it to the people of this country and the continent that our proposed
green fi eld long-distance high-speed rail sets high procurement,
transparency, technical and safety standards for the rest of Africa.”
[As pointed out before, the minister’s assurances would have
more credibility if the facts supplied to him were correct.
South Africa is not going to be the fi rst country in Africa to have a
high-speed railway - Morocco is well advanced in building one.
Gautrain’s 160km/h does not qualify as high-speed in world
terms and in any event Morocco has had trains running that fast
for some time. - Editor]
CAPE TOWN’S PUBLIC TRANSPORT CRISISThe full extent of Cape Town’s public transport crisis was
highlighted at a late February special meeting of Metrorail, city
and provincial transport offi cials, the chamber of commerce and
law enforcement agencies.
Facts as presented:
• Metrorail transports 56% of commuters in the city who use
public transport. To do the job it needs 120 trainsets but has
only 85, with six spare sets. When 14 sets were taken out
of service on 14 February after a major onslaught by copper
thieves it was left with only 71 – about 60% of the coaches
actually required.
• In the last two years the number of passengers has increased
by 20% and further increases are expected as fuel prices go
up. Coaches in the 14 trains damaged were stripped of copper
cable and copper wire in the motor coach engines.
• The copper is sold to a network of dealers and most is exported.
Attacks on the signalling system and points machines appear to
be deliberate acts of sabotage.
MARIJUANA AT ESSELEN PARKOn 19 February, the Tembisa Trio Cluster reservists confi scated a “huge number” of dagga plants in Esselen Park – the one-time prestige railway training college. A Kempton Park paper quoted Constable Barbara Ferreira saying they decided to patrol the houses in Esselen Park when they found a garden full of marijuana plants. “She said the street value could not be determined, but they fi lled two cars and a bakkie.”
The story reminded many retired railway enginemen that the police routinely arranged for seized dagga to be burned in the fi reboxes of steam locomotives. There was no residue whatever left – and drivers swore their steeds performed better on a high!
Running ahead of schedule – one guess why!
Metrorail crisis in Cape Town: 120 trainsets needed, only 85 available (of
which 14 were knocked out on 14 February by vandalism).
AUCTION OF ELECTRIC LOCOS Advertised in the Sunday Times on 11 March:“Locomotives and sundry equipment.......fi ve x 8E & 5E 80 ton
electric locos (Siemens & Metropolitan-Vickers), two x ES shunting
locos, 40t ore carriers. 23 x spare traction spare motors, bogies,
wheelsets, compressors, vac pumps, blower motors. Frames,
coach (offi ce), switches, resistors, capacitors etc”
Class 8E electric shunting locos (3kV
DC) at Krugersdorp in 1993. These
units date from the mid-eighties.
“METRORAIL IS A MESS – COSATU”
“Metrorai;,” said Cosatu spokesman Patrick Craven on 16 February,
“is a mess”. Photo: Andre Kritzinger.
47Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
The following Premier Classe trains continue to run:-
• Johannesburg - Cape Town and return (twice weekly)
• Johannesburg - Durban and return (once a week - but subject
to demand)
GM
531_AP Presslink
“ You focus on your business, we will focus on your gas supply”
SHOSHOLOZA MEYL CURTAILED AGAIN
With effect from 14 February, the following sitter and/or sleeper
trains were withdrawn until further notice:-
• Cape Town - Durban and return
• Cape Town - East London and return
• Johannesburg – Komatipoort and return
• Johannesburg – Musina and return
• Johannesburg - Mafi keng - Kimberley and return
• Johannesburg - Kroonstad - Bloemfontein and return
The only remaining sitter/sleeper services are follows:-
• Johannesburg - Cape Town and return (provisionally daily,
but this may be reviewed dependent upon the number of
coaches available - the sleeper section is now reduced to just
two coaches per trainset)
• Johannesburg - Durban and return (daily except Tuesdays)
• Johannesburg - East London and return (daily)
• Johannesburg - Port Elizabeth and return (daily, but also
subject to review pending rolling stock availability)
Shosholoza Meyl intercity trains curtailed
again. Photo: Jacque Wepener.
UMGENI STEAM RAILWAY PROGRAMMEwww.umgenisteamrailway.co.za
Sunday 24 April 2011:Su Kloof – Inchanga (08:30 & 12:30) – steam
Sunday 1 May 2011: S Kloof – Inchanga (08:30 & 12:30) – steam (“Additional Easter long-weekend special”) – to be confi rmed Sunday 29 May 2011: no trains (Due to Comrades Marathon).
Sunday 5 June 2011: Kloof – Inchanga (08:30 & 12:30) – steam
LATE TRAINS TO SIMON’S TOWNAs from 28 March, Metrorail added three late evening trains on
its Cape Town southern suburbs line. Departing the city at 19:30,
20:30 and 21:15, they stop at all stations to Simon’s Town, and
then return. This will assist a number of people who have to work
late – eg those on nursing shifts – who have been inconvenienced
by the previous schedule, with the last train leaving Cape Town
at 19:00. The city is to provide security at 10 park-and-ride sites
and there is to be visible policing on the trains.
48 Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
Western Cape transport MEC Robin Carlisle was quoted in the
press saying he hoped the move would help alleviate traffi c
congestion.
[At 19:30 in the evening? Oh come on! - Editor ]
OLD SAR CROCKERYFrom Jacque Wepener:“A friend brought us a handful of broken SAR crockery, picked up on an abandoned line near Theunissen. First we thought the Winburg branch, then we found out it was the old Orange Free State main-line alignment.
“He took us there and we picked up a bagful, but we only scratched the surface - all along the old embankments lie hundreds of pieces of old crockery.
“Bruno Martin’s map shows the station to have been Elders. A person can make out the remnants of an old station and some loops - all the ballast still remains. We found a piece of rail in a fence embossed ‘CGR 1891’ [Cape Government Railways].
“Now we would like to know, why is all this crockery lying here? Normally one fi nds a couple of pieces but not for the length of an entire line for several hundred metres. The pieces are strewn over a vast area. Was this the site of an accident, did some train stand over here for an extended period of time, was this the place old dining car personnel cleaned out their saloons?
“Some items have blue trim - was this not old Blue Train crockery? Plenty have a golden trim with the green trim, again this was not used on normal passenger trains, though we do have one such
a plate that came off the breakdown train in Kroonstad”.
The line south of Fish Hoek to Simon’s Town was reopened on 21
February 2011, following storm damage and high seas in November 2009.
Photo: Peter Rogers.
Think Coogar®
GM532_AP Presslink
Photographing at Simon’s Town on 27 February, Peter Rogers speculated
this might have been the real reason for the sea wall collapsing: a 5M2A
motor coach with a 150+ metric tonne/axle loading!
49Railways Africa March 2011 www.railwaysafrica.com
SA RAIL NEWS
1. Underground SectionWithin the southern portion of the Phase 2 tunnel section
between Sandton Station and Johannesburg Park Station, the civil
works are complete. Tracklaying within the completed tunnel is
also approaching completion and has currently progressed
southwards from Rosebank Station to the fi nal section adjacent to
the platform within Park Station itself. Test running of trains and
testing of the signalling system between Sandton and Rosebank
Stations commenced during January 2011 and is ongoing.
The underground works also include the construction of seven
emergency access shafts located at intervals along the single-
track rail tunnel between Park Station and Sandton Station. These
shafts will provide emergency services personnel access to the
tunnels below. At the bottom of certain of these shafts there will
be safe havens where passengers can gather in case of an
emergency. Construction works at four of these emergency
access shafts are substantially complete and are ongoing at the
remaining three.
PARK STATIONAll structural works for the station and parkade are complete,
including the concrete ventilation chamber at the northern end
of the platforms and the cut and cover linking the station to the
tunnel portal. Backfi lling of the cut and cover structure commenced
during January 2011 and is ongoing.
Within the underground station, internal fi nishes and mechanical
and electrical (M&E) installations are well advanced and platform
tiling is substantially complete. Ticket vending machines and fare
gates have been installed on the concourse level.
At the parkade structure, works are substantially complete, with
pavement canopy installation and the erection of shadeport
structures on the top parking level currently in progress. Cladding
of the structural steel entrance pavilion on the southern side
of Wolmarans Street is substantially complete, with façade
glazing to follow. Construction of the ventilation structure on the
northern side of Smit Street is also approaching completion, as
are the M&E installations within this shaft.
The reinstatement of Wolmarans Street and Smit Street is complete
and both of these roads are open to traffi c. Reinstatement of
A) CONSTRUCTIONOn 8 June 2010, Phase 1 of the Gautrain System was opened
for commercial service. The fi rst phase operations include the
airport train service between Sandton Station and OR Tambo
International Airport, a commuter service between Sandton and
Rhodesfi eld - with an intermediate stop at Marlboro Station - as
well as dedicated feeder and distribution bus services to and
from the Sandton and Rhodesfi eld Stations. The Operations
Control Centre, together with the Train and Bus Depot facilities
located just south of Allandale Road in the Midrand area, were
also completed as part of the fi rst phase scope of works.
The remaining sections of Sandton Station required for the
Phase 2 operations are now substantially complete. These
works included completion of the podium slab over the station
complex, the remaining parking facilities, the third platform to
service the southbound line to the Rosebank and Park stations
and an undercover municipal taxi terminus. The reinstatement
of Rivonia Road, which also formed part of these works, was
completed and the road was re-opened to traffi c in its fi nal two-
way confi guration during December 2010.
Monthly Construction Updates now focus on progress of the
Gautrain Phase 2 works, comprising the underground section
between Sandton Station and Park Station and the route between
Midrand Station and Hatfi eld Station.
Month End 28 February 2011
Laying of the tracks through the cut and
cover at Johannesburg Park Station.
Laying of the fi nal tracks at
Johannesburg Park Station.The parkade at
Johannesburg Park
Station.
50 Railways Africa March 2011 www.railwaysafrica.com
Gautrain Construction UpdateGAUTRAIN RAPID RAIL LINK
the two remaining roads bordering Park
Station – Eloff and Joubert Streets – is
also substantially complete, but these will
not be opened to traffi c until the station
external works are further progressed.
EMERGENCY ACCESS SHAFT E1 (HILLBROW)At Shaft E1, all construction works and
M&E installations – including the lift - are
substantially complete, as are the external
works and landscaping.
EMERGENCY ACCESS SHAFT E2 (THE WILDS, HOUGHTON)At Shaft E2, installation of the structural
steelwork access structure within the shaft
is complete, construction of the surface
head house building has reached roof
level and installation of the lift will follow
shortly. Landscaping and external works
will be completed within the next three
months.
EMERGENCY ACCESS SHAFT E3 (RIVIERA)At Shaft E3, all construction works and
M&E installations – including the lift - are
substantially complete, as are the external
works and landscaping.
EMERGENCY ACCESS SHAFT E4 (HOUGHTON)At Shaft E4, all construction works and
M&E installations – including the lift - are
substantially complete, as are the external
works and landscaping.
ROSEBANK STATIONAt Rosebank Station, works within the
underground station are approaching
completion. The fi rst Electrostar train
arrived in Rosebank during January 2011.
Since then, test running of trains and
testing of the signalling system along the
route between Rosebank and Pretoria has
been taking place and is ongoing.
The parkade structure is also substantially
complete, with fi nal fi nishings and
installation of shadeport canopies on the
upper parking deck in progress.
The phased reinstatement of Oxford Road
adjacent to the station is ongoing. These
road reinstatement works, which are being
carried out on a phased basis to enable the
two station entrances and the ventilation
structure located on the western side
of Oxford Road to be constructed, are
scheduled to be completed by the end of
March 2011. The reinstatements of Baker
Street and the section of Oxford Road to
the south of the station up to Bolton Road
are ongoing. Works to both of the western
entrances and the ventilation shaft are
well advanced. The structural steel canopy
structures have been erected, roof cladding
has been completed and side cladding has
commenced. Within the entrances, the
escalator and the lift have been installed,
stair tiling is complete and fi nal fi nishes are
in progress.
EMERGENCY ACCESS SHAFT E5 (DUNKELD, ROSEBANK)At Shaft E5, all construction works and
M&E installations – including the lift - are
substantially complete. Completion of the
external works and landscaping will follow
in the coming weeks.
EMERGENCY ACCESS SHAFT E6 (ILLOVO)At Shaft E6, installation of the structural
steelwork access structure within the
shaft itself is complete, lift installation
is also approaching completion and
construction of the head house structure
is well advanced. Reinstatement of the
adjacent pavements will commence shortly
and once all external works are complete,
the temporarily closed lane of Melville
Road will be re-opened to traffi c.
Construction of the parkade at
Rosebank Station.
Installed fare gates at Rosebank Station.
51Railways Africa March 2011 www.railwaysafrica.com
GAUTRAIN RAPID RAIL LINK
CENTURION AREA, INCLUDING VIADUCT 5 OVER THE N1 AND BEN SCHOEMAN HIGHWAYS AND CENTURION STATIONConstruction of all three of the Centurion viaducts is complete.
These comprise Viaduct 5b - the balanced cantilever viaduct
crossing the N1 and the John Vorster Interchange, Viaduct 5c -
the approximately 3 km long segmental viaduct that carries the
elevated Gautrain railway lines through Centurion and supports
the Centurion Station platforms midway along its length and
Viaduct 5d - the second balanced cantilever viaduct – that crosses
the Ben Schoeman highway and the Jean Avenue Interchange.
The overhead catenaries are energised and test running of trains
along this section of the line, together with testing of the signalling
system, is ongoing.
At Centurion Station, all structural and building works are
complete. Within the station buildings, internal fi nishings and M&E
works are also substantially complete. The overhead catenaries
through the station up to Pretoria are energised and test running
of trains through the station, which commenced during January
2011, is ongoing.
Externally, carpark construction is well advanced, with asphalt
paving, roadmarking and the erection of shadeport structures
substantially complete to the park and ride area. Roadworks
at the bus terminus area and the West Street entrance are also
approaching completion. The bus management building and the
perimeter palisade boundary wall are both substantially complete.
Pedestrian paved areas within the station boundary are well
advanced and completion of external pavements and landscaping
will follow in the coming weeks.
EMERGENCY ACCESS SHAFT E7 (WESTERN SIDE OF RIVONIA ROAD, SANDTON)At Shaft E7, all construction works and M&E installations –
including the lift - are substantially complete, as are the external
works and landscaping.
2. Northern Section (Depot to Hatfi eld Station)DEPOT TO MIDRANDBetween the Depot and Midrand Station, all construction works
are complete, as are all railway installations. The overhead
catenaries are energised and test running of trains to Midrand
Station commenced during December 2010. Test running of trains,
together with testing of the signalling system, is ongoing along the
full section of the route between Rosebank Station and Pretoria
Station.
MIDRAND STATIONAt Midrand Station, all works are substantially complete. Installation
of street lighting along the new section of Grand Central
Boulevard that provides access to the station from the Old Pretoria
Road (K101) was completed during the month. Trains continue to
run through the station on a regular basis en-route to and from
Pretoria, as part of the current testing procedures.
MIDRAND TO CENTURION, INCLUDING VIADUCT 4 OVER RIETSPRUIT AND OLIFANTSFONTEIN
ROAD SOUTHFrom Midrand Station to Centurion, all construction works and
railway installations are complete. The overhead catenaries are
energised and test running of trains, together with testing of the
signalling system along this section of the route, is ongoing.
The facade at Centurion Station.
52 Railways Africa March 2011 www.railwaysafrica.com
GAUTRAIN RAPID RAIL LINK
CENTURION TO PRETORIA, INCLUDING VIADUCT 6 OVER EEUFEES ROADCivil construction works along this section of the route - which
include extensive earthworks, a number of bridges, U-shape
structures through the military area and Viaduct 6 crossing
Eeufees Road - are substantially complete. Remaining works
include completion of drainage channels and maintenance roads,
trimming of embankments, topsoiling and landscaping. All railway
installations are complete. The overhead catenaries are energised
and test running of trains, together with testing of the signalling
system along this section of the route, is ongoing.
PRETORIA STATION AND SATELLITE BUS DEPOTAt Pretoria Station, all works within the station are substantially
complete, including the platform tiling. All railway installations
are also complete and the overhead catenaries into the station
are energised. Test running of trains, together with testing of the
signalling system between Rosebank Station and Pretoria Station,
commenced in mid-January 2011 and is ongoing.
Externally, the car park and the bus terminal areas are well
advanced, as is construction of the perimeter palisade boundary
wall and the refurbishment of the heritage house, which will
accommodate the bus management offi ces. Construction of the
station ingress and egress routes is substantially complete, as
are the various municipal road upgrades and widenings adjacent
to the station.
Construction of the Pretoria satellite bus depot is ongoing. This
facility is located to the north of the CBD, in the vicinity of the
Pretoria Zoo. It is the base from where the fl eet of Gautrain feeder
and distribution buses that will serve the three stations in the
Tshwane area will operate. Maintenance work and major servicing
of the buses, however, will take place at the already operational
Gautrain Bus Depot, which is located adjacent to the Train Depot
and Operations Control Centre in Midrand. Construction of the
guardhouse, the offi ce building, the workshop and the utility
buildings is well advanced and the concrete hardstand areas are
substantially complete.
PRETORIA TO HATFIELD, INCLUDING VIADUCT 7 OVER NELSON MANDELA BOULEVARDViaduct 7 comprises a set of “Y-shaped” viaducts and fl yovers
that carry the Gautrain railway lines into Pretoria Station from
the south and then across Nelson Mandela Boulevard and the
adjacent Metrorail network towards Hatfi eld. Construction of all of
these structures is complete and the installation of trackwork and
associated railway infrastructure across the decks has also been
completed.
Between Pretoria Station and Hatfi eld Station, a number of
bridges crossing the existing Metrorail line have been either
widened or lengthened to accommodate the adjacent Gautrain
tracks. All of these bridges have already been completed and
reopened to traffi c, with minor fi nishing works ongoing. The
extensive lateral support works in cuttings, together with
the earthworks and construction of the retaining structures
necessary to widen the existing embankments, are complete,
as is construction of dividing walls between the Gautrain and
Metrorail lines. Erection of noise barriers and boundary fencing
are also approaching completion. Tracklaying operations and
the installation of associated railway infrastructure between
Laying of bricks for the pavement
at the Centurion Station parkade.
Installation of the net-shading inside the
parkade at Centurion Station.
The facade at Pretoria Station.
The Pretoria Station concourse.
54 Railways Africa March 2011 www.railwaysafrica.com
GAUTRAIN RAPID RAIL LINK
Pretoria and Hatfi eld, which commenced during October 2010,
arewell advanced along the full length of this fi nal section of
the route.
HATFIELD STATIONAt Hatfi eld Station, works within the station building and the
parkade are substantially complete, apart from de-snagging and the
fi nalisation of M&E testing and commissioning activities. Platform
construction below the concourse slab is complete - including the
platform canopy structures and cladding at either end - and the
escalators between the concourse and the platform have been
installed. Preparations for the start of platform tiling are in progress
and this activity will follow once fi nal tamping of the railway tracks
through the station has been completed.
At the adjacent bus terminus area, the bus management building
is substantially complete, the bus canopies have been erected and
roof cladding to these structures will follow shortly. The Interlocking
block paving to the traffi c surfaces is substantially complete and
paving of pedestrian walkways is well advanced. Final fi nishings
and landscaping are the major activities remaining. Construction
of the new Grosvenor Street bridge is complete and works on the
bridge approach roads and surrounding municipal road upgrades
are well advanced. This bridge, however, will only be opened to
public traffi c when station operations commence.
B) OVERALL PROGRESSConstruction started at the end of September 2006. Gautrain will
be completed in two phases:
1. The fi rst phase was initially planned to be of a 45 months
contractual duration, but was completed three weeks ahead
of this, on 08 June 2010. It includes the network between the
OR Tambo International Airport and Sandton and includes the
stations at OR Tambo, Rhodesfi eld, Marlboro and Sandton,
together with the Depot and Operations Control Centre located
near Allandale Road in Midrand.
2. The second phase, being constructed concurrently, will be
completed during 2011. It includes the remainder of the
rail network and stations linking Sandton to Park Station in
Johannesburg and the route from Midrand to Hatfi eld.
Toll-free call centre: 0800-GAUTRAIN (0800-42887246). The call
centre is operational weekdays between 7am and 7pm with an
answering system after-hours. Communities are reminded that
regular Community Liaison Forums are held in affected areas.
The Hatfi eld Station facade.
View from parkade overlooking Hatfi eld Station and
the Metrorail lines.
Gautrain tracks (on left) between Pretoria Station and
Hatfi eld. Intermediate Metrorail Station on the right.
The Hatfi eld Station concourse.
55Railways Africa March 2011 www.railwaysafrica.com
GAUTRAIN RAPID RAIL LINK
Your track maintenance eqPhysical Address12 Laser Park Square34 Zeiss RoadLaser ParkHoneydewSouth Africa
Postal AddressPO Boxt 4431Honeydew2040South Africa
Tel: +27 11 794-2910Fax: +27 11 794-3560Email: [email protected]: www.yalejhb.co.za
JAPANESE QUAKE & TSUNAMI (1)Report by East Japan Railway Company on 14 March:
On Friday 11 March 2011, Japan suffered an extremely severe
earthquake (8.9 Richter), stronger than any other in Japan for as
long as records have been kept. The earthquake caused an
unbelievably large tsunami which brought destructionand especially
heavy casualties to the eastern part of northern Japan along the
coast of the Pacifi c Ocean. Our station facilities, railway tracks, and
rolling stock suffered enormous losses.
As far as we know at this point, none of our customers or employees
suffered casualties or serious injuries on our operating trains or at
our stations. At least three of our regional line trains were washed
off the track by the massive tsunami , but very fortunately, all the
customers and our employees that were on the trains and at the
stations in the devastated regions had successfully evacuated
to safety. Also, no derailment was caused on our operating
Shinkansen. However, we have not been able to confi rm whether
or not all of our employees who were not on duty that day and
the families of all employees survived this tragedy, and we are very
deeply concerned that there may be some who did not survive or
have suffered injuries.
Several electric generation plants (both nuclear energy plants
and thermal power plants) located in the eastern part of northern
Japan along the Pacifi c coast were heavily damaged, and since
then, there has been a serious shortage of electrical power supply
for train operations.
Because of this, even in our Tokyo metropolitan area (within the
100km range from Tokyo) , we had to cancel, suspend or reduce
a great amount of our train service, including Shinkansen trains.
By Monday morning 14 March we had checked our facilities and
trains in the Tokyo metropolitan area, and were generally ready to
resume normal service, starting with the fi rst scheduled morning
trains, except for the power shortage.
In the short term, there is no clear prospect as to when this
enormous shortage of electrical power supply will be over. One
fortunate aspect for us is that we have two electric generation
plants (a thermal power plant and a hydroelectric power plant) of
our own, and we hope that, by careful management of our overall
electrical power supply including purchased electricity, we will be
able to expand the number of trains that can be operated in the
Tokyo metropolitan area.
On the other hand, there is absolutely no way for us to predict when
we will be able to resume our train operation, both Shinkansen and
conventional lines (urban and regional trains) , in the regions along
the Pacifi c Ocean coast that suffered massive casualties from the
earthquake and the tsunami. In the western part of northern Japan
where the damage and casualties from the earthquake and the
tsunami were relatively limited, we have pretty much been able to
resume our train operation on both Shinkansen and conventional
lines, though a few sections are still closed.
JAPANESE QUAKE & TSUNAMI (2)General status quo report, 14 March:
JR East responded to the Japanese government’s request to cut
power consumption by reducing train frequency on the Joetsu and
Nagano Shinkansen, limiting train operations on some narrow-
gauge lines, and suspending services on other lines. However, the
power cuts were not as extensive as originally planned, and JR
East has been able to operate more trains than expected.
Nevertheless, only 20% of services were running on nine of its
busiest lines.
All lines of the Tokyo metro are operating but with a reduced service.
Other private railways are reducing train operations by section and
by time. As a result, trains are running in central Tokyo, but less
frequently than normal or not at all in suburban areas. JR Central
was forced to cancel some Tokaido Shinkansen services because
of the diffi culties faced by train crew reaching the depot in Tokyo.
58 Railways Africa March 2011 www.railwaysafrica.com
Mishaps & BlundersMishaps & BlundersOne objective of our regular feature reporting and commenting on rail mishaps is to provide information and object lessons from Africa and abroad, in the hope that – in some cases at least - this might help avoid recurrences.
MISHAPS & BLUNDERS
Specialists and leading supplier of maintenance, repair, upgrade and manufacturing services in Southern Africa
for AC, DC and diesel-electric units.
LOCOMOTIVE BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
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Tokyo Electric Power Company estimates its generating capacity
has been cut by 25% due to damage to power stations. Power
cannot be transferred from the western Japanese grid because of
a difference in frequency. Western Japan is on 60Hz compared with
50Hz in the east of the country.
In Sendai, the city’s north-south metro line has partially reopened,
but some station exits are closed and lifts and escalators are not
functioning until they are inspected. JR East planned to reopen the
southern 158km section of the Tohoku Shinkansen on 15 March,
between Tokyo and Nasu-Shiobara.
There was some good news from western Japan on 12 March when
JR Kyushu opened the northern section of the Kyushu Shinkansen
between Hakata and Shin-Yatsushiro, where it connects with
the already-completed southern section to Kagoshima Chuo.
Passengers can transfer at Hakata to JR West’s Sanyo Shinkansen.
GLACIER PARK: 19 OFFOn 9 March, 19 out of 115 wagons in a Burlington Northern Sante
Fe freight bound for Pasco, Washington State, derailed near Essex,
about 72km east of Whitefi sh, close to Montana’s Glacier Park. The
33rd wagon left the line, followed by 18 others. The vehicles were
carrying lumber, paper, plastics and boat products.
Amtrak’s Empire Builder passenger trains were halted and buses
drafted in to convey travellers between Havre and Whitefi sh, past
the accident. The derailment was initially believed to be caused by
a snow slide.
46 DERAILMENTS ON BEIRA LINELack of maintenance on the Beira-Zimbabwe railway caused 46
derailments in just two months, according to a spokesperson for
Caminhos de ferro do Moçambique (CFM – the state railway &
harbours), cited in the Beira daily paper Diario de Moçambique.
CFM is unhappy with the Indian consortium Ricon, the majority
shareholder in the Beira Railroad company (CCFB). The
management of the entire Beira rail system – comprising both the
line to Zimbabwe and the Sena railway linking Beira to the Moatize
coal basin in Tete province - was awarded to Ricon in 2004, via
an international tender process. Prior to Ricon taking over, CFM
undertook some improvements on the line to Zimbabwe, which
resulted in the number of derailments dropping from 169 to 53
in 2004.
CCFB/Ricon, which was supposed to continue this work, hired
local companies to rehabilitate several stretches of track.
“Apparently this work was not done properly due to lack of
experience on the part of the companies hired plus poor
Containers after the tsunami – the domino effect.
inspection by CCFB”, the CFM source told Diario de Moçambique.
“As a result the railway has gone into rapid decline, to the point
where there are now derailments virtually every day”.
He said the state of the line is “deplorable” in some areas, with
sleepers missing, and even a shortage of screws to tighten the
rail fastenings. Added to this, the railway workers lack the basic
tools to align the tracks properly. Derailments occur on both on
main and secondary lines.
CFM chairman Rosario Mualeia wants the government to cancel
the CCFB/Ricon lease. Ricon failed to fi nish reconstruction of
the Sena line on time. But its inability to maintain the line to
Zimbabwe, which was functioning reasonably well in 2004,
suggests - Mualeia was quoted saying - that Ricon is unable to
handle even fairly simple tasks.
DERAILMENT: 32 WAGONSOn 21 February, 32 out of 108 wagons in a grain train hauled by
three locomotives derailed east of Williston, Montana. Nobody
was hurt but traffi c was disrupted. Amtrak passengers were
carried 640km between Minot, North Dakota and Havre, Montana,
by bus.
RAIL AWARENESS CAMPAIGNThe management of Caminhos de ferro de Luanda (CFL) is
intensifying a rail awareness campaign addressed to people living
along the line, and advising precautions to be taken while trains
are running. This follows a recent incident when three children
were involved in an accident with a suburban passenger train. Two
died and the third was admitted to intensive care in the Josina
Machel Hospital. CFL chief executive Osvaldo Lobo do Nascimento
told the Angolan News Agency Angop that what he termed the
“invasion” of railway property is out of police control, with fencing
vandalised to obtain access.
COLLISION NEAR SPRINGS (1)Shortly before 22:00 on 2 January, a driver and guard were
injured when their empty passenger train collided with a goods
train between Springs and Brakpan, according to spokeswoman
Lillian Mofokeng of Metrorail quoted by Sapa. Both men were
slightly injured. The line between Springs and Brakpan was still
closed the following day and passengers were being carried by
bus. The damage caused to the Metrorail train was said to amount
to R7 million.
COLLISION NEAR SPRINGS (2)On 14 January 2011, two Metrorail trains collided near Springs,
47km east of Johannesburg.
There were no fatalities, but 95
passengers were injured, seven
seriously. It is understood that
the automatic colour-light block
signalling was not functioning,
and that verbal authorisation to
the drivers was misunderstood.
TRUCK RAMS RAILROAD TRESTLEOn 3 March, a semi-articulated truck crashed into a railroad trestle
bridge in Greenwood, Johnson County, Indiana. Reportedly the
roof of the trailer was “peeled back” due to insuffi cient clearance.
The truck driver left the damaged trailer in the parking area of a
nearby school and drove away. No one was injured and traffi c was
not blocked, but the truck’s driver was traced and arrested, and
charges are pending.
60 Railways Africa March 2011 www.railwaysafrica.com
MISHAPS & BLUNDERS
New Tubular Modular Track installation at Kwa Mashu Station, Durban.
The first of its kind in South Africa on 1070mm platform to rail height.
World Class track meeting World Class Safety Standards.
Step offnot down.
Tel: +27 12 803 4201 Fax: +27 12 803 5192 Email: [email protected] www.tubulartrack.co.za
Catastrophic fl oods struck the Australian state of Queensland in December and January. On 31 December, Railways Africa correspondent Bruno Martin, who lives 35km east of the state capital Brisbane, reported: “The weather bureau predicted a wet Christmas – and Queensland faces the worst fl ooding crisis in its 150-year history.”
On 3 January, it was reported that only one of Queensland’s coal limes remained open following days of rain and fl ooding throughout the state. But as at 11 January it was still raining, with some three-quarters of the state a declared disaster area and many people dead or missing. Worse was to come, when Brisbane - inundated by unprecedented fl oods – was itself labelled a disaster zone. Then on 2 February, Cyclone Yasi arrived….
During all this time, the coal industry lost millions of dollars a day because of fl ooded mines and blocked railway lines. The accompanying photos (taken before the worst of the troubles), give some idea of the problems faced in restoring rail service. (Queensland Rail uses the same gauge as South Africa – 1,067mm).
Even before the fl oods proper started, heavy rains caused a serious
derailment at Yukan, on the Goonyella line linking the Bowen Basin
mining area to the coal terminal at Dalrymple Bay.
THE FLOODS IN QUEENSLANDP
ho
tos co
urte
sy Nata
l New
slette
r, Railw
ay So
ciety o
f So
uth
Africa
.
62 Railways Africa March 2011 www.railwaysafrica.com
MISHAPS & BLUNDERS
Specialist supplier of repair, refurbishing, upgrade and manufacturing services for suburban electric train sets
and mainline coaches.
COACH BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
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on which the victims were perched. A
relief train was rushed to the scene with
additional railway police but “at least” two
carriages were burned by then.
FREIGHTS SIDESWIPE: 15 WAGONS DERAILOne freight train that sideswiped another
along Puget Sound near Tacoma in
Washington state on 25 February resulted
in the derailing of 15 wagons. Four were
conveying sodium hydroxide. No injuries
were reported, but hazardous material
teams who attended sealed off a slight leak
in one vehicle.
ARGENTINA’S WORST IN 15 YEARSFour people died and 120 were injured
when a passenger train crashed into
another standing near the San Miguel
station, about 30km outside Buenos
Aires. Offi cials said 16 people remained in
hospital, adding that the number of victims
might rise during the clearing of debris.
According to planning minister Julio De
Vido, the “emergency brake from the fi rst
train was unusable”. Media reports said
the crash was the worst on Argentinian
railways in 15 years.
CZECH HEAD-ON COLLISIONA regional passenger service and a freight
train collided head-on at the station in the
Czech Republic town of Vodnany, killing
one passenger and injuring 20 others.
Twelve of the injured passengers had to
be hospitalised, while the others were
treated at the scene. Associated Press
quoted Czech Rail Inspection agency
spokesman Martin Drapal saying that initial
fi ndings suggest the driver of the passenger
train was to blame.
BOMB BLAST ON COLUMBIAN MINE RAILWAYThe 149km mine railway operated by
coal giant Cerrejon - Colombia’s largest
coal exporter - suffered its second bomb
attack of 2011 just before midnight on 23
February. No casualties were reported
and operations continued immediately
afterwards. The attack by unknowns was
the second in two months and the fi fteenth
against the Cerrejon railway since 1984.
On 19 January 2011, an explosion blew up
a section of line.
The latest explosion occurred at kilometre
57 on the railway which connects the mine
with the port of Bolivar. Colombia’s army
attributed previous attacks to the “FARC’s
59th Front”, which operates in the area.
Cerrejon produces 32 million tons of coal
annually, 90% being exported. The company
is jointly owned by Switzerland’s Xstrata
and British companies Anglo American
PLC and BHP Billiton PLC.
EAST LOUISVILLE DERAILMENTOn 13 January, an 85-wagon train behind
two locomotives derailed seven empty
car-carriers in East Louisville, Kentucky.
A CSX spokesman said six ended up on
their sides. Nobody was injured.
ARM TRAPPED IN TRAIN DOORThe Chicago metropolitan transit authority
Metra and the Burlington Northern Santa
Fe Railway are investigating an incident
where a woman’s arm was trapped by the
doors of a suburban train at a station in
La Grange, a south-western suburb. The
woman herself was still on the outside of
the coach, but another passenger was
able to activate an emergency switch as
the train began to move. The woman was
unhurt, WLS-TV Chicago reports. Metra
says it will look at whether the train crew
followed proper procedures.
[About 10 years ago, I saw a similar
incident at Observatory station in Cape
Town. A passenger ran to the train as it
started, grabbed and held onto the vertical
handrail, and was trapped by the closing
doors outside the coach (with a foot on a
ledge) until the next station (Salt River) was
reached. Attempts by myself and others to
activate the door mechanism failed. - Editor]
INDIAN ROOFRIDERS KILLEDAccording to the Times of India on 1
February 2011, at least 15 people were
killed and more than 50 seriously injured
when over a thousand people returning
from a recruitment rally of the Indo-Tibetan
Border Police (ITBP), who were sitting on
the roof of the Himgiri Express, were
crushed by a low overbridge. The incident
happened near Shahjahanpur, 130km
from Lucknow. Following the mishap, a
mob torched the carriage next to the one
64 Railways Africa March 2011 www.railwaysafrica.com
MISHAPS & BLUNDERS
PERFORMANCE
Your Specialist Partner ForMechanised RailwayTrack Maintenance
& ConstructionMachinery
Plasser South Africa (PTY) Ltd
20 Lautre Rd, Stormill, Roodepoort; P O Box 103 Maraisburg, 1700
Tel: (011) 761-2400 Telefax: (011) 474-3582 email: [email protected]
On 12 February, fl oodwater from Namibia’s Dabib River washed away the railway between Hardap en Salzbrunn, just north of Mariental , resulting in the derailment of a 17-wagon, Windhoek-bound train just before midnight. According to a statement issued by TransNamib, about 4km of track was damaged. One locomotive and two wagons carrying cement fell over. The driver reported he reduced speed to a crawl because of poor visibility during a storm. “The train was almost stationary when hit by a wall of water which caused the fi rst wagon to fall over.”
Four days previously, on 8 February, the main-line between Karasburg and Ariamsvlei was damaged by fl ash fl oods, stranding a 16-wagon freight train. Train operations to and from South Africa were suspended for almost a week. The Seeheim-Lüderitz line between Schackalskuppe siding and Ausnek was also washed away.
Flood damage
in Namibia.
FLOODS DERAIL TRANSNAMIB TRAIN
Flood damage
in Namibia.
Sales and rentals of locomotives, trackmobiles and other rolling stock.Repair/reconditioning of locomotives, trackmobiles and other rolling stock in our Pretoria West based workshop and on site.Repair/reconditioning of all locomotive and other rolling stock equipment (engines, bogies, turbo chargers, air and vacuum brake valves and auxiliaries, compressors and exhausters, couplers and draft gears etc.)Service exchange components for most major items on present day locomotives, which include traction motors, bogies, power packs, expressors and main generators etc.A full range of spare parts for locomotives and rail wagons, most of which are available off the shelf.Sales and rentals of electrical, mechanical and air jacking systems for the lifting of locomotives and rail wagons etc, on site.Operation and control of entire rail systems ranging from the maintenance of customers own locomotives and rolling stock to the control and transport of their products and the maintenance of their railway tracks and switch/signalling systems.
SPECIALIZING IN THE RAILROAD INDUSTRY
OPERATIONS &
WORKSHOP
No1 Frikkie Meyer RoadPretoria WestGautengRepublic of South Africa
Tel: +27 12 307-7251Fax: +27 12 [email protected]
HEAD OFFICE
P.O Box 40178Cleveland2022Republic of South Africa
93 Whitworth RoadHeriotdale, JohannesburgGautengRepublic of South Africa
Tel: +27 11 626-3516Fax: +27 11 626-1171/[email protected]
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MISHAPS & BLUNDERS
Specialists in refurbishment, repair and upgrade of wagons and major supplier of new wagons to the heavy haul
coal and iron-ore fleets with tare ratios as high as 5:1, as well as wagons for cement, car carriers, intermodal
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WAGON BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
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Reefsteamers, GermistonA new restoration project under way
involves class 12R no 1947, a 90-year-old
Baldwin-built 4-8-2 that was Germiston’s
station pilot for many years. It carried the
names Rosie and Vicki at various times
and was plinthed later at Germiston shed.
The 12R locos were originally Hendrie’s 12
and 12B classes, rebuilt in the early thirties
with standard no 2 boilers.
The two GMAM Garratts stored for Ian
Welch of New Zealand are being relocated
to Friends of The Rail in Pretoria for further
caretaking (see below).
An Open Day was held by Reefsteamers at
Germiston on 29 January with Sandstone’s
class GMAM no 4079 operating the public
shuttles to Boksburg East and return. In
steam as well were class 12AR no 1535,
15F no 3046 and 25NC no 3472.
Friends of The Rail (FoTR), PretoriaIn December, a FoTR working had to be
terminated at Rayton, due to more theft
of sleepers on the branch to Cullinan. On
a second occasion, a bottleneck on the
main line resulted in a Friends’ steam run
ending at Greenview. The club suffered
a R65,000 loss when a Valentine’s Day
special was not able to get into section at
all from Hermanstad. After a two-hour wait,
the passengers had to be turned away.
Meanwhile, the three-year certifi cation of
the club’s class 24 2-8-4 no 3664 has been
completed.
FoTR is taking over the staging of New
Zealand preservationist Ian Welch’s two
GMAM Garratts at the Hermanstad site.
These 4-8-2 + 2-8-4s, no 4135 (North
British) and no 4148 (Henschel), ended
their working lives in South African
industrial use, since when they have sat
inactive at Germiston depot.
Rovos Rail, PretoriaDuring January, class 25NC 4-8-4 no 3442
re-entered service. Class 19D 4-8-2 no
3360 is receiving attention and should be
back in working order soon.
Sanrasm, KrugersdorpDuring a visit in mid-December,
Reefsteamers took away a load of
fi rebricks which had been stored in the
fi rebox of a Garratt staged near the old
workshops, together with other surplus
items. Eskom sent a big crane and a couple
of low-beds to collect the loaned Kitson
4-6-0T and Hunslet 2-6-0T locomotives, for
restoration and repainting at Rosherville.
Similar attention is to be given to the
Barclay 2-4-0T La Moye, Henschel 2-6-2T,
Avonside 4-8-2T and the Umgeni 0-4-0
fi reless, all of which are to be collected
in due course. Eskom also removed three
hoppers, some wagons, small pumps and
valves as well as their wooden patterns
which had been stored above the swaging
machine.
Friends of the Rail, too, visited Randfontein
- to collect tubes, super-heater elements,
a drop-pit jack and a big pile of fi rebricks,
as well as fl ue tubes sent to Sanrasm for
swaging (a long time ago).
The dump has been broken up at North
Site. Locos here that Sanrasm will be
endeavouring to retain are the small
Davenport (0-6-0DM) and Ruston &
Hornsby (4wDM) diesel shunters, an
English Electric 0-6-0DE shunter and the
Grafton steam crane. Inspection revealed
that virtually all are missing essential
components that need to be replaced
before they can be hauled out. Sourcing
these components and fi tting them is
going to take time. In the meanwhile,
security has been stepped up, to try to
prevent entry by thieves. Some locos
will have to be taken out by road, either
because of age and fragility, or the
condition of wheels, but hopefully most
will be able to leave by rail.
Atlantic Rail, Cape TownOperations by Atlantic Rail in Cape Town
have been well supported. Class 24 2-8-4
no 3655 worked a number of trains to Fish
Hoek in December and January, and two
in February, the second going on to
Simon’s Town following reopening of the
line along the False Bay coast. Over the
Christmas week-end, the rolling stock
suffered minor vandalism damage. The
engine’s petticoat was replaced in late
January.
Atlantic Rail’s running programme to the
end of April can be found at:
http://www.atlanticrail.co.za
Phone: 021 556 1012
E-mail: [email protected]
Umgeni Steam Railway, KwaZulu NatalUmgeni Steam Railway has been looking
after Dübs A tank no 133 – property of
the North British Locomotive Preservation
Group - at Mason’s Mill. It had been
planned that the loco would leave South
Africa in November 2010, but the vessel
supposed to carry it to England was
deemed unsuitable. A further potential
shipping opportunity - out of Richards Bay
in mid-January - was lost owing to time
constraints.
Umgeni’s class 3BR no 1486 is now using
the tender from class 19D no 2737.
By John BatwellBy John Batwell
Preservation is A Preservation is A Vital Part of The Picture Vital Part of The Picture
Class 12R no 1947 is Reefsteamers’ next restoration
project. Photo: N Newport.
Class 24 2-8-4 no 3655 heads the Atlantic Rail
excursion at Simon’s Town on 27 February.
Photo: Peter Rogers.
Friends of The Rail’s North British-built class 24 2-8-4
no 3664 has been returned to service.
Photo: K R Wilson-Smith.
RAILWAY HERITAGE
70 Railways Africa March 2011 www.railwaysafrica.com
Specialists in products and services for rail cargo as well as ISO container refurbishing and wagon cleaning,
including a diverse range of products and services like the supply of newly manufactured, repaired and washed
tarpaulins and accessories.
AUXILIARY BUSINESS
Tel: +27 (0)12 391 1304 Fax: +27 (0)12 391 1371 Email: [email protected]
GM
52
0_
TR
E P
ress
lin
k
on going for as long as
they have the strength.
And strength they do have!
Standing and twisting the
brake handle [on the wagons
and coaches, descending
steep grades] is a good way
to develop muscles. These
men have experienced
many eras on the railway
under both Italian and
British rule. It is fascinating
to experience their language
skills. These real characters
speak both Italian and
English very well and appear
to delight in speaking with
visiting admirers of their
railway.”
Though Eritrea is no world leader – nor African leader for that
matter – in the fi eld of railways, it has had more coverage
(certainly more photographs) in Railways Africa than many others.
This is largely thanks to Richard Grönstedt, whose name is a
household word in our monthly list of contributors.
Last year, he published a very beautiful book: Pride of Eritrea,
a collection of his outstanding photos of an unusual country,
certainly by present-day world – or African - standards. Railways
Africa readers have had many previews of Richard’s work in our
pages though these come nowhere near the quality of images in
the book.
Why Eritrea, a small country tucked away up in the north-east of
the continent and well off most beaten tracks? Richard explains:
“I trace some of my roots back to Eritrea. My maternal grandfather,
Richard Sundström, born in 1869, was a minister of religion.” He
studied tropical diseases in the United Kingdom, qualifying as
a physician. Then, as a missionary with the Swedish Evangelical
National Missionary Society, he went out to Gheleb, Eritrea, in
1898. In 1915 he was sent to establish a new missionary station
in Cheren, but died of cancer in 1919 and was buried there.
“When I visited Eritrea in 2008,” Grönstedt writes, “I had two
tasks: fi rst, to fi nd my grandfather’s grave and the missionary
station in Cheren; and second, to study the reconstruction of
the country’s railway, totally destroyed by Ethiopia during the
war of liberation. As a result, I had to take a taxi journey for
several hours from Asmara to Cheren. Like other Eritrean cities,
Cheren was extremely well organised with a wonderful mix of old
and new.
“I have visited some twenty countries in Africa over many years.
Of all these, Eritrea was the one where I felt completely safe
during my entire stay, whatever the time of day or night. Unlike in
other African countries, here order rules. Passengers get on the
buses on the back platform, not through non-existent windows.”
The Eritrean railway once went all the way from the Red Sea
port of Massawa to Agordat - 281km. World War II put a stop to
further progress towards the Sudan border and 31km of track
already laid beyond were taken up in 1942. British forces
displaced the Italians and after the war a misguided United
Nations handed Eritrea to Ethiopia. A protracted war of liberation
ensued, during which the railway was literally ripped up. After
hostilities fi nally ended in 1991, work began on reviving the 118km
Massawa- Asmara section. Former employees, though most were
now elderly, were re-employed. Work stopped in 1998 during
more trouble with Ethiopia, but eventually resumed, with the line
reopening to traffi c in 2002.
“These old workers,” Grönstedt observes, “who might have
devoted fi fty years of their life to the tracks, are allowed to keep
PRIDE of ERITREAISBN. 978-91-86275-54-9
Richard GrönstedtPO Box 72, A-130-37 Stavnas, Stockholm, [email protected]
“ The Eritrean railway once went all the way from the Red Sea port of Massawa to Agordat - 506km”
Ansaldo-built 0-4-4-0 Mallet, dating from the thirties, heads a charter train
Water supply for the steam
locos is a big problem,
solved by ingenious means.
72 Railways Africa March 2011 www.railwaysafrica.com
REVIEW
There are no scheduled passenger services on the Eritrean railway,
but enthusiast visitors are able to charter a diesel railcar or a
steam-hauled train. Many make the long journey from Europe or
America to do just that. Nowhere else in the world can one hire
a complete train, double-headed with antiquated Mallet steam
locomotives, and ride the footplate on a 2,300 metre climb up
gradients as steep as 1:28, over 500 bridges and stone-built
viaducts, through 30 tunnels, and clinging to cliff edges through
stunning scenery.
The 950mm-gauge Ansaldo-built 0-4-4-0 tank locos date from the
Italian occupation in the thirties. The Litterina railcars (one running,
one used for spares) are not much younger.
Agordat
10050
kms
Keren
Baresa
ASSMARAEritrea Railway
MASSAWA
RED SEA
N
Many employees started working on the Eritrean railway before the
protracted war of liberation from Ethiopia. This Littorina diesel railcar
driver is 85.
REVIEW
PPP’S – THOUGHTS FROM BRITAINDear editor
I received an email this morning [25 February] about the April
Railways and Harbours conference in Johannesburg and the fact
that the programme will include a presentation on the latest
thoughts about public-private partnerships.
When the awful Blair/Brown bunch came to power [in the UK],
they started pouring our money down the drain with relish and
when we needed our reserves with the banking fi asco (as much
Mr Brown’s fault as anyone else’s) we found the cupboard bare.
One of the other great ideas that gentleman had was to trumpet
public-private initiatives as the way forward to getting things done
in the public sector, which set off a spree of hospital building
programmes and refurbishing every school in the land.
The fact is that this idea was Brown’s wheeze to keep such
spending off the UK balance sheet so that he could claim he was
a brilliant chancellor and hide massive, unaffordable spending.
Combined with the incompetence of Brown and his cronies was
the inability of his civil servants to draw up proper contracts.
The result is that buildings that could have cost the taxpayer £3
billion, for instance, will now cost some £30 billion and the people
who are enjoying this largesse are the contractors. Nowadays it
appears that if one of these places needs to replace a light bulb,
the original contractor has to be called back to do the work. What
should cost a few pounds now costs a few hundred!
Sheer brilliance. Whoever speaks at your conference, it would be
interesting to learn whether Mr Brown’s enthusiasm for the idea of
providing the public with value for money (don’t forget, he was Mr
Prudence) is shared by others.
– David Buirski (by e-mail from the south of England)
[When politicians anywhere stumble over what they perceive as a
magic cure-all, they tend to run with it. By the time the costly chickens
come home to hatch, the perpetrators will have moved on, and it is
too late to do anything about it. – Editor]
THE NEW CLASS 15EDear editor,
I have doubts about the total quantity of new class 15Es now on
order, as reported in the press. I understood that the very fi rst order
for 32 units was augmented by another 12 and UCW/Mitsui were
expecting a further 18. I think that the “new” order for 32 actually
comprises the old second order for 12, and then the last 18 has
now become 20, giving 32 in all. The total number of units will thus
be 32+32 = 64, as I see it, and not 76. At about R50 million a shot,
somebody had better have their fi gures correct
– Jean Dulez, Johannesburg
POSTSCRIPTTRACK MAINTENANCELeon Zaayman’s article on page 12 is the fi rst in a series on
mechanised track maintenance. The reader is introduced to the
multiple aspects of the subject, an activity without which there
would be no rail traffi c at all. In this month’s article, the signifi cance
is explained on an essentially theoretical basis. Subsequent
articles will describe the role of each of the mechanised track
maintenance machines used on the South African rail network, to
ensure that the track is reliable, available, affordable and safe.
The next in this series, to appear in the April issue of Railways
Africa, will deal with the topic where all maintenance starts - track
condition monitoring and analysis. Unless the condition of the
track is known, effective maintenance budgeting, planning and
execution would not be possible.
FOLLOW US AT@railwaysafrica
END OF THE LINE
74 Railways Africa March 2011 www.railwaysafrica.com
CORRESP NDENCEWHAT’S IN A NAME?Railways are named after countries -A tradition they taught us in school;
yy
Like Nigerian Rail Corporation.y
Throughout Africa, this is the rule.g
The French-speaking lands have examplesSuch as Chemin de fer du Mali.
p g
Namibia coined its own version:TransNamib is neat, you’ll agree.
In the nineties, South African RailwaysBroke ranks and stepped way out of line.
y
The network was rechristened Spoornetyy
(You see, “nets” were the rage at the time).
Though rules are made to be broken,In this case results were obscure.Of home ground no inkling was given.
It could have been Spain - or Darfur.
The world in due course got the message,Though it took umpteen years to sink in -
g g
That Spoornet (South African Railways)g yg y
Were one and the same, kith and kin.p yp
What gives, you may ask – now - with Transnet (FR):A new, unremarkable con?
yy
Nobody, nowhere, will know what it is -We’re all the way back to square one.
yy