railways africa issue 2 2013
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ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
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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.
3Issue 2 // 2013 Railways Africa www.railwaysafrica.com
BARBARA SHEATPublisher / Railways Africa
PUBLISHERBarbara Sheat
EDITOR Rollo Dickson
DESIGN & LAYOUTGrazia Muto
WEBSITEShaun Loureiro
ADVERTISINGKim Bevan
SUBSCRIPTIONS Kim Bevan
CONTRIBUTORSBruno Martin
Elna Conradie
Eugene Armer
Jacque Wepener
John Batwell
Louis Conradie
Paul Kilfoil
Pierre de Wet
Piet Conradie
W C Dempsey
ISSN 1029 - 2756
Rail Link Communications ccPO Box 4794 Randburg 2125
Tel: +27 72 340 5621
E-mail: [email protected]
Twitter: railwaysafrica
Website: www.railwaysafrica.com
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT
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One of many ambitious current railway construction schemes in Africa concerns the existing
1,200km line from Tanzania’s port at Dar es Salaam to Mwanza on Lake Victoria, which is
being rebuilt. In terms of the original project, a new extension was to be constructed at
the same time from the intermediate station at Isaka to Kigali in Rwanda, with a branch to
Bujumburi in Burundi. Several hundred kilometres of entirely new line would be involved. In
both cases - rebuilding the present line and extending it - there was talk of adopting 1,435mm
gauge. Two years ago, the all-in price-tag was thought to be in the region of $US5 billion, but
nobody seems too sure about this, whether the fi gure has been updated subsequently or
where the money is to come from.
An important aim is the ability to move an estimated 35 million tonnes of freight annually
to Rwanda, Burundi, parts of Uganda and the eastern Democratic Republic of Congo (DRC).
In early August 2011, Rwandan minister for foreign affairs Louise Mushikiwabo told the East
African Citizen that her country and Tanzania had committed themselves to ensuring that
construction started by mid-2012 and be completed “within fi ve years as scheduled”.
Seven months later, the creation of an entirely separate new rail link was announced - from
Musoma on Lake Victoria to Arusha in the north of Tanzania, extended eastwards (reviving a
long-dormant section of existing railway) to the port of Tanga, 200km north of Dar es Salaam.
Construction was “expected to start in the second half of this year [2012] and will go on up to
2015 with a $US3 billion budget funded by the governments of Uganda and Tanzania.”
Recently Tanzanian Transport Minister Harrison Mwakyembe reported that the “Central Line”
westwards from Dar es Salaam is being upgraded at a cost of $US330 million, but he said
nothing about starting extensions to Rwanda and Burundi, and made no mention of progress
on Musoma-Tanga. He did confi rm the intention to convert from the present metre-gauge to
1,435mm. The East African quoted him explaining that this is to bring the railway “in line with
other networks across central and Southern Africa”.
The intention is well-meaning, but will not conversion to 1,435mm gauge achieve the opposite
of the objective? Through running is currently possible between Zimbabwe, Botswana, the
DRC, Mozambique, Malawi, Namibia and South Africa, precisely because all use 1,067mm
gauge; neighbouring Zambia (including the Tazara railway from Dar es Salaam) as well. In the
near future, Angola will be in the picture too, once rebuilding the Benguela line to the DRC
is fi nished. If the 1,832km of Tazara is also to be regauged, the present-day through running
from Tanzania into and through Zambia to the DRC will no longer be possible.
Minister Mwakyembe says $3.7 million has been spent so far in renovating the existing
Tanzanian network, which includes an order for rolling stock expected to arrive by June. This
includes 274 passenger coaches, 22 locomotives and other items.
Presumably these will be metre-gauge, to suit the existing scheme of things. One wonders
about the implications of converting to 1,435mm. The track is one thing, but how much is it
going to cost acquiring a second fl eet of locomotives and rolling stock?
ContentsContents
PLASSER SOUTH AFRICA FLASH BUTT RAIL WELDING – Plasser & Theurer APT 1500 RA Flash Butt Welding RobotInnovation and Progress 6
AUS-LÜDERITZ LINE Reconstruction of Namibia’s Aus-Lüderitz Line 12
Features 6
21
4 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
Photo: W C Dempsey.
Angola Buying GE Locos 14
Vale & CFM Sign in Mozambique 15
Additional Locos From RRL for Sierra Leone 18
Standard Gauge for Uganda 21
Africa Update
AUS-LÜDERITZ LINEReconstruction of Namibia’s Aus-Lüderitz Line
The line linking the Port of Lüderitz with
the Namibian rail network runs from
Seeheim-North, where it branches off the
Nakop-Keetmanshoop main-line, via Aus to
Lüderitz.
12
25Transnet & CSIR to Cooperate 24
Marikana to Richards Bay 24
R450 Million for Johannesburg-Mthatha Line 25
SA’s Chinese Tender 26
Union Carriage Changes Hands 26
Free State Panorama 27
Simon’s Town Line: March 2013 28
Longer Gautrain Operating Times 29
Gautrain Threatened With Fire 30
SA Rail News
Reefsteamers, Germiston 32
Steam in Zimbabwe 32
Apple Express Study 33
Railway Heritage
NAMIBIAN INTERLUDEKarasburg to Keetmanshoop in the Fifties 38
End of the Line
RAILWAYS OF SOUTHERN AFRICA 150 YEARS – Locomotives and Trains 34
STEAMING INTO THE 21ST CENTURY- Photographing South African Steam Trains 36
Book Review
27
32
36
5Issue 2 // 2013 Railways Africa www.railwaysafrica.com
two rails to be welded at low voltage but very high amperage. By
bringing the two rail ends close to each other without touching,
arcing occurs between the rail ends - basically creating an electrical
short circuit. The resistance of the current fl ow between one rail
and the other causes rapid heating of the rail ends, to melting
temperature.
Based purely on a time-controlled and programmed basis for the
specifi c rail type, the heated rail ends are forced together (butted)
in an upset stroke at high pressure, during which all impurities are
forced out and the ends caused to join. The upset metal is trimmed
(sheared) off immediately after the upset stroke, using trimming
tools which follow the contours of the rail shape.
Flash butt welding does not require
any foreign fi ller material as the
rail itself is used as the welding
compound. The result is a near-
fl awless weld without signifi cant
change in the hardness curve or
metallurgical character of the rail.
The heat-affected (spheroidised)
zone is limited to the smallest
possible area (Figure 4) thereby
dramatically reducing the possibility
of loss of running smoothness. This
is in stark contrast to the 12 to
22mm experienced with thermite
welding. The material is softer in the spheroidised zone, which is
prone to cupping. A loss of running smoothness results, increasing
dynamic loading of the track structure.
INTRODUCTIONFishplated track joints have always been an area requiring
concentrated (therefore costly) maintenance effort. Discontinuity
of the running surface produces dynamic impact loads which
increase track settlement and result in an uneven track longitudinal
profi le. The pumping action at the joints accelerates rail fatigue,
rail damage, sleeper breakage and fouling of the ballast at the joint
due to ballast crushing and increased stress on the formation. If
the joint is poorly maintained as well (Figure 2), track deterioration
in the area of the joint is inevitably fast and destructive.
Rail joints are therefore eliminated as far as reasonably possible
by welding to achieve continuously welded rail (Figure 3), thereby
vastly improving the geometric stability of the track structure and
reducing maintenance input.
The fl ash butt welding process was developed in 1930 and was
immediately superior (as it still is today) to any other method in
terms of quality, cost and productivity. This process charges the
Figure 2: Poorly maintained rail joint.
Figure 4: Cross-section of a fl ash
butt welded rail joint.
Figure 1: The Plasser & Theurer APT
1500 RA Flash Butt welding robot.
Figure 3: Flash butt welded joint.
Figure 5: Plasser & Theurer APT 500 A fl ash butt welding machine.
6 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
PLASSER SOUTH AFRICA
FLASH BUTT RAIL WELDINGPLASSER & THEURER APT 1500 RA FLASH BUTT WELDING ROBOT
Innovation and ProgressFlash butt welding has long been considered the best method for joining rails. The process was so good that the weld-making equipment was hardly changed in many decades. Now, by improving the process with the introduction of the new APT 1500 RA welding robot, Plasser & Theurer has once again showed that its reputation for innovation and progress is well deserved.
Local Partner of Plasser & Theurer for:
Consulting and new machine sales
Technical support
Training
Spare parts
Major component overhaul and machine refurbishment
Operating and maintenance agreements
Contracting
Plasser South Africa (Pty) Ltd | PO Box103, Maraisburg, 1700 | Tel: 011-761-2400 | [email protected]
GM
904_
PLAS
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link
Initially, a drawback of the fl ash butt welding process was that it
was only used in stationary depots. This necessitated specialised
transport of the long welded rails to the installation site, thus
setting constructional limits for the production lengths.
Accordingly, Plasser & Theurer developed the fi rst rail-mounted,
self-propelled fl ash butt welding machine in 1973, incorporating an
integrated K355 welding head developed at the J O Paton Institute
in Kiev, Russia. The mobile fl ash butt welding machine produced
welds similar in quality to those found in a controlled factory
environment. Plasser South Africa imported the fi rst mobile fl ash
butt welding machine to South Africa in 1982 (Figure 5).
Over the next two decades, the welding head remained basically
unchanged, with hundreds of machines using it being sold
worldwide by various suppliers. Plasser & Theurer alone has sold
115 fl ash butt welding machines to 41 countries. The most important
changes made were to the control system for the programming of
the welding process, to keep up with advancement in computer
technology, as well as lessons learned in practice. However, a
new European welding standard, EN14587-2 published in 2009,
changed the status quo by specifying additional requirements from
mobile fl ash butt welding machines.
These included:
• Greater geometric accuracy after welding, with a vertical and
horizontal deviation specifi ed to be less than 0.5mm;
• Higher breaking strength (for example, R260 rails ≥1600kN)
and fatigue strength (≥245MPa);
• The rail clamping jaws of the two rails as well as the upset
trimming tools are now required to operate independently of
one another;
• The excess upset (the material squeezed out after the butting
process) must be trimmed automatically and the weld must
remain in compression during removal of the excess upset; and
• All welds must be carried out according to programmed and
automatic sequences. The welding parameters are determined
by means of welding tests for each rail type and size and should
not be altered once approval has been given.
Though the Russian welding head partly met the new requirements,
Plasser & Theurer set out to design and develop a new head (Figure
6), that would fully comply with EN standards and at the same time
set new quality standards, based on their extensive experience in
this fi eld. To improve productivity and quality, advantage was taken
of the opportunity to build various features into the new head, some
of which were not available with the Russian head and had to be
carried out manually.
BENEFITS AND FEATURESSome of the most important benefi ts and features of the new
Plasser & Theurer welding robot include:
• The process of aligning the rails has been included in the
automatic work sequence to very high accuracy, thereby
eliminating the time-consuming manual alignment associated
with the Russian welding head. Auxiliary clamping jaws raise
the rails and automatically and accurately align the rail-ends
to the required slight upward inclination (Figure 7), using a
total of eight distance transducers (Figure 8). The rails are also
horizontally aligned, using a horizontal-action centring device.
The upward inclination is required to ensure that the rail top
remains within the specifi ed fi ne tolerance in the longitudinal
level after cooling down. Due to the shape of the rail and the
irregular volumetric distribution of material over the cross
Figure 6: The Plasser & TheurerAPT
1500 fl ash butt welding robot.
(1) Auxiliary Clamping Jaws
(2) Distance Transducers
(3) Horizontal-Action Centring Device
(4) Rail Clamping Jaws
(5) Rail Clamping Cylinders
(6) Current Transferring Electrodes
(7) Transformers
(8) Integrated Upset Trimming Tools
(9) Traction/Pulling Cylinders
Figure 7: Rails are welded at a slight inclination.
Figure 8: Transducer.
8 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
PLASSER SOUTH AFRICA
section, the rail foot and base will cool down fi rst while the
thicker rail crown will take longer. The natural consequence is
a depression of the rail in the longitudinal plane over the weld.
This can be avoided by welding the rails at a slight inclination.
• The rail clamping jaws grip the rail with a 3,200kN clamping
force (more than 2.5 times that of the Russian welding head),
using four hydraulic cylinders.
• The electrodes that transfer the current to the rail are
independent from the rail clamping jaws that hold the rail in
position. This together with the design of the rail clamping jaws
eliminates the need to remove rail markings from the rail web
before welding, thus reducing preparation time.
• A unique design feature and a fi rst for fl ash butt welding is
the 1,000Hz frequency used for the current supply from a
400V alternating current generator. The transformers on the
welding robot rectify the alternating current into direct current
and transform it down to low voltages at very high amperage.
The high frequency produces a very low residual ripple of the
electric welding voltage which has a markedly positive effect
on the welding quality. The continuous welding current is
26,000A with a maximum welding current of 75,000A.
• Due to the incorporation of the pulsation welding process, by
applying current under constantly oscillating rail ends, it is
possible to shorten the time required for welding (at around
90 seconds it can be as little as half the time required by the
Russian welding head). This also results in shorter burn-off
lengths(15 to 30mm depending on the process) and reduces
the length of track where rail fastenings have to be loosened.
• During trimming of the excess upset, the weld is held in
compression by all the rail clamping jaws, which remain closed.
The jaws and trimming tools are positioned so that it is possible
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Figure 9: Upset removed by the trimming tools.
Figure 10: Rail gaps exceeding 200mm can be pulled up using additional
pulling cylinders located on the machine.
9Issue 2 // 2013 Railways Africa www.railwaysafrica.com
PLASSER SOUTH AFRICA
to trim the weld immediately after the upset stroke, without
having to open the jaws. The trimming tools are designed to
apply the load on the welded joint in the compression direction.
This fulfi ls one of the important requirements of the EN
standard. The trimming tools perfectly follow the contours of
the rail.
• An integrated no-contact temperature measuring device allows
monitoring of the rail cooling temperature after welding, to
ensure that high-alloy rails such as chrome-manganese rails
(which are still common on the South African rail network) can
be made to follow a reduced time-temperature-transformation
cooling curve after welding, thereby ensuring that the desired
pearlitic crystalline structure of the rail material form is
retained unhindered. No post-heating material or blankets are
required since the cooling rate is slowed down by the welding
robot using current pulses.
• For the accelerated cooling of head-hardened rails, a device is
incorporated that supplies a stream of air directly to the area of
the rail head (air quenching).
• Arguably the most important new and unique feature of the APT
1500 RA is its ability to perform closure welds (the last weld
to connect two sections of continuously welded rail) without
an additional pulling device, thereby eliminating a thermite
weld. The pulling cylinders exert a traction force of 1500N at
a stroke distance up to 200mm. This allows welds to be made
at rail temperatures up to 20ºC below neutral rail temperature.
After closure welding at below neutral temperatures, the rails
are held by the clamping jaws until the weld can withstand
the pulling forces in the rail. Since the rail clamping jaws and
trimming tools work independently from one another, trimming
can take place directly after the upset stroke without releasing
the jaws.
• Additional hydraulic pulling cylinders (Figure 10) on the machine
can be used to pull up rails that are further than 200mm apart.
• To guide the process, a programmable control system is used
which meets the stricter hardware requirements (extended
temperature and oscillation resistance ranges, etc.) in
compliance with EN 50155. Welding programmes which include
all parameters for fully automatic welding are pre-programmed
for many different types of rails and can be extended at any
time. Flash butt welding is therefore not subject to operator
errors. During welding the parameters are monitored
constantly. If the specifi ed tolerance thresholds and quality
values are exceeded, welding is aborted automatically.
• All data relevant to the weld, such as operator, line, rail type,
temperature, etc., are entered using the keypad and are stored
simultaneously in the log in the same way as the machine
parameters. The logs contain the text section and a recording
of the weld in graph form. This data is available at any time
and continuous monitoring is carried out during the welding
process. The software compares the actual data with the
target data and shows the operator the state of the weld. The
log is protected from manipulation and can be used on standard
computers without additional troubleshooting software.
THE APT 1500 RA WELDING PROCESSThe self-contained machine arrives on site with the welding robot
completely enclosed inside the machine, to protect it against
inclement weather and damage during transfer. At the working site
the welding robot is extended using the crane specifi cally designed
for this purpose (Figure 12). Alternatively, the welding robot can be
mounted on a suitable road/rail vehicle.
Preparation of the weld involves grinding the rail ends clean of
any corrosion, also the areas on the rail where the electrodes
will make contact with it. Since the electrodes have separate
jaws from the rail clamping jaws, there is no need to remove
Figure 11: Welding report.
Figure 12: The welding robot is protected inside the machine during transfer.
10 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
PLASSER SOUTH AFRICA
These are:
(i) The unstable phase which burns off any impurities in the rail
cross-sections.
(ii) The stable phase which is a continuous input of current for a
uniform burn-off.
(iii) The progressive phase which increases the current fl ow to burn
out impurities such as air inclusions or material defects.
Directly after the welding phases, the upset stroke follows. This
involves butting the two rail ends with a force of 1,500kN, during
which all the excess material is squeezed out. The adjustable upset
displacement is between 10 and 15mm.
Trimming of the excess upset takes place immediately after the
upset stroke, while the weld is still held in compression by the rail
clamping jaws while it cools, as defi ned by the EN standard.
The current-carrying clamps and the clamping jaws are now opened
and the welding robot can be raised. A welding report is compiled
automatically by the software, refl ecting the parameters continually
recorded during the welding process.
CONCLUSIONWith the expected growth in traffi c on the railway network in South
Africa, pressure for machinery with higher production capability
will increase, so that lines may be reopened as quickly as possible
after maintenance and so reduce the number of occupations
required to maintain the maintenance cycle. The machines will
not only be required to work faster, but will also need reduced
preparation time, both before and after maintenance. The highest
attainable quality will be needed, to extend the maintenance cycles.
The Plasser & Theurer APT 1500 RA fl ash butt welding machine
fi ts this description well and it is only a matter of time before
its benefi ts and features will be seen on the South African rail
network, especially on the two heavy-haul lines, where train
frequency and intensity will soon increase beyond the current rail
infrastructure traffi c limit.
the manufacturer’s markings on the rail to ensure good contact
since the electrodes do so under the crown and on top of the rail
foot. The fastenings of the rail to be welded must be loosened
and the rail preferably placed on rollers at between 10 and 20
sleeper intervals.
Depending on the direction from which the rail will be pulled during
welding, the machine can be lifted off the rail using the integrated
lifting jacks. The machine is capable of pulling from either side.
The welding robot is lowered over the two rails to be welded.
These should be no more than approximately 200mm apart (the
maximum stroke of the cylinders) for the machine to bring the two
rails together within the defi ned gap of approximately 3 to 5mm.
The auxiliary clamping jaws raise the rails and automatically
and accurately align the rail ends to the required slight upward
inclination, using the eight distance transducers. Lateral alignment
constitutes the fi nal step. The rail clamping jaws will hold the
rails in this position which means that welds can even be made
above sleepers.
Once the process has been initiated, the welding procedure will
follow the programme totally free from any operator input, in a
number of very distinct phases.
FOLLOW US ON@RailwaysAfrica
Figure 13: Integrated lifting jacks.
Transnet is to spend R300 billion on a number of new projects, many involving new track infrastructure and rolling
stock. Railway operators (and the Railway Safety Regulator) seriously need to address a number of questions of which
maintenance strategy is one of the most important. The next article addresses a maintenance strategy required to
ensure long term sustainability of the assets, safety to commuters and freight and at the lowest possible lifecycle cost.
11Issue 2 // 2013 Railways Africa www.railwaysafrica.com
PLASSER SOUTH AFRICA
The line was very lightly constructed, using
20kg/m rails on light steel sleepers. The
line beyond Aus crosses a moving dune belt
close to Lüderitz over a distance of about
7km which made the maintenance and
operation of the line extremely diffi cult.
The section between Aus and Lüderitz
degraded over the years to such an extent
that TransNamib, the Nambian railway
authority and operator, had to close it in
1999 pending total reconstruction.
Rebuilding the line, spanning a distance
of 139km, is being undertaken by the
Namibian government. Work commenced
in 2003. The fi rst 73km from Aus was
completed in 2006 with only earthworks
and drainage structures continued beyond
that point since then.
A contract was awarded in September 2011
to Tubular Track Namibia for completion
of track construction over 48.5km of the
remaining 66km to Lüderitz. This section
is to be built using tubular modular track
(TMT) technology. The line through moving
sand dune sections will all be done with
TMT. D&M Rail Construction (a 100%
Namibian rail construction company)
has been sub-contracted to build the
remaining 17.5km using conventional
track comprising 48kg/m rail, P2 concrete
sleepers and 1m200m3/km ballast. The
scheduled completion date is March 2014.
Garub station showing the section completed between 2003 and 2006. Conventional track under construction.
Tubular modular track under construction.
*Source: Brenda Bravenboer & Walter Rusch. The fi rst 100 years of state railways in Namibia. 1997.
The line linking the Port of Lüderitz with the Namibian rail network runs from Seeheim-North, where it branches off the Nakop-Keetmanshoop main-line, via Aus to Lüderitz. The Aus-Lüderitz section was originally constructed between 1905 and 1907 and that between Aus and Keetmanshoop between 1907 and 1908 by the then German colonial government*.
12 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
AUS-LÜDERITZ LINE
Reconstruction of Namibia’s Aus-Lüderitz line By W C Dempsey
Conventional track under construction at Tsaukaib crossing loop.
Garub station.
Tubular modular track under construction.
The line at Grasplatz before it was closed. At this station a railway worker
picked up the fi rst diamond found in this area.
www.railwaysafrica.com
ANGOLAANGOLA BUYING GE LOCOS Director in the Angolan Transport Ministry’s Offi ce of Studies,
Planning and Statistics Teresa Muro has signed an accord with
GE Transportation (USA) President and CEO Lorenzo Simonelli in
terms of which “about 100” new locomotives are to be supplied
and technical assistance provided. The Angolan News Agency
Angop quoted Simonelli saying the locomotives will be of the “much
advanced type 5, incorporating environmental needs” and suitably
adapted to conditions on the African continent. Muro told press
representatives that the locomotives are intended for use mainly in
the Benguela corridor to the DRC and Zambia.
SADC MEETS ON THE LOBITO CORRIDORUnder the joint sponsorship of the Southern Africa Development
Community (SADC) executive secretariat and Angola’s transport
ministry, the fi rst ministerial meeting to consider Lobito Corridor
development took place over three days in Luanda.
The agenda included boosting corridor development, establishing
mechanisms for management and producing an integrated plan for
rehabilitation, maintenance and management of infrastructure.
The draft memorandum of agreement involving Angola, the DRC
and Zambia was reviewed and prepared for ministerial approval.
Discussion proceeded on the development of an integrated plan
for construction, rehabilitation and funding of the railway network
in the Lobito corridor, specifi cally (within Angola) completion of
railway rehabilitation from Lobito to Luau.
In respect of the DRC, focus is on the line from Dilolo eastwards to
Lubumbashi.
In Zambia, emphasis concentrates on construction of the new North
Western Railway from Chingola, through the border checkpoint
of Jimbe, to link directly with the Benguela Railway (CFB) running
to the port city of Lobito. Zambian Minister of Transport Yaluma
Christopher Bwalya attended the ministerial meeting.
CONGO-OCEAN (BRAZZAVILLE)CONGO-OCEAN BUYS COACHES FROM PRASAThomas Kautzor reporting on the sar-L site:“In an interview with the ‘Chemin de Fer Congo-Océan’ (CFCO,
Pointe-Noire - Brazzaville) Assistant Manager in Africa24 Magazine
(Feb-Mar 2013) he mentioned that the railway had bought a number
of coaches from Prasa. Thirteen were being overhauled for delivery
in late 2013, with another 30 to follow.”
Dr John Middleton recalled that RRL [Rail Road Logistics] bought
10 coaches from Prasa in early 2011 for resale to the Congo: “They
were stored outside the RRL works in May 2011.” Geoff Pethick
advised subsequently however that these coaches were “still there
in May 2012.”
EGYPTEGYPT’S RAILWAY ASKS FOR WORLD BANK HELPAt a meeting with World Bank offi cials Merza Hassan (Executive
Director for the Middle East) and Hartwig Schafer (Country Director
for Egypt), Prime Minister Hesham Qandil asked for fi nancial
assistance and technical help in developing Egypt’s railways. He
emphasised the need to meet safety and security requirements,
and to develop employee capabilities.
PRIVATISING PROPOSALS FOR EGYPT’S RAILWAYSIn the aftermath of recent fatal accidents, there have been calls to
privatise Egypt’s railways. One proposal was to close individual loss-
making lines and replace the service with minibus-taxis, subsidised if
necessary. Others have suggested that the system be sold literally
“train-by-train” to commercial interests. The buying companies
would become responsible for upgrading and maintaining the rolling
stock, with each train carrying advertisements. One journalist
proposed on state radio that, instead of the Alexandria train or the
Upper Egypt train, they could become “the Pepsi or Chipsy trains”.
[Comment: It isn’t quite as easy as that, unfortunately. From a
broader perspective of private sector involvement, the railways are
not a particularly attractive area in which to invest. Perceived social
responsibilities, notably in terms of passenger services, mean that
these almost never run without signifi cant subsidy. Efforts by several
governments in recent years to concession railways to private
Derelict loco and rolling stock at Luau on
the CFB. Photo: Anton van Schalkwyk.
ZenzaLuanda
Dondo Malanje
LobitoBenguela
Camacupa
Caaia KuitoHuamboCubal
Luena
NamibeLubango Dongo
Menongue
Chiange
Oshikango
Ondangwa
Tsumeb
Chamutete
LuauDilolo
JimbeTo
Chingola
DRC
ATLANTIC
ZAMBIA
BOTSWANA
ANGOLA
NAMIBIA
C
ZAMB
Km300
14 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
AFRICA UPDATEAFRICA UPDATE
AFRICA UPDATE
KENYASUDAN UNHAPPY WITH KENYA’S LAMU PROJECT According to East African press reports, offi cials in South
Sudan are unhappy with the unimpressive progress evident in
Kenya’s construction of the new port at Lamu and the building
of a connecting railway to South Sudan. New Sudan foundation
executive chairman Costello Ring Garang was quoted saying that,
“If the speed at which the Kenya government is constructing Lamu
port and doing the railway line does not change dramatically, we
will seriously consider going to Djibouti.” However, responsible
offi cial in Kenya Peter Oremo is quoted saying the project is “on
course and within the planned time-frame”. The Kenya ports
authority has Oremo heading the Lamu Port and Lamu-Southern
Sudan-Ethiopia Transport Corridor project.
MOZAMBIQUEVALE & CFM SIGN IN MOZAMBIQUEOn 6 February, Caminhos de ferro do Moçambique (CFM – the
state railway & harbours) signed an agreement with the Brazilian
mining giant Vale in respect of the rail corridor from Moatize, in
the western province of Tete, to the northern port of Nacala. The
agreement defi nes the operational model to be used and the fees
applicable. Five concessionary companies are expected to take
out leases on different parts of the corridor.
companies have not been conspicuously successful, largely due to
unrealistic expectations.
In the end it comes down to governments facing their responsibilities
head-on and – if they really mean business - ploughing big money into
their railways. – Editor: Railways Africa.]
EGYPT’S CROSSING ACCIDENTS CONFUSE THE BIGGER ISSUEThe collision between a train and bus late in 2012 at a crossing in
Egypt, in which 48 lives were lost, resulted in public uproar and
demands for improvement to the country’s railway. The need for
this is undisputed. Like many other state-owned rail systems
in Africa, the network suffers from years of underinvestment,
refl ected in ageing locomotives, rolling stock and infrastructure,
shortage of spare parts, etc.
But demands that crossing protection be comprehensively
overhauled confuses the issue when it comes to according
priorities. Cairo University professor of transport planning Boulos
Salama points out that equipping a crossing with automatic
barriers costs between E£2 and 3 million. This represents a very
costly outlay when compared with the railway’s basic needs in
terms of track, signalling, motive power and trains.
Crossing collisions are almost without exception the fault of road
users who disregard warning signs and/or try to race trains.
Invariably these accidents result in an outcry about the inadequacy
of protection. This is understandable, but a badly run-down rail
system can hardly be expected to improve its performance overall
if the bulk of its funding is to be devoted to level crossings.
Manual protective measures are fraught with dangerous
implications. Road users relying on them to be in place risk
everything if the designated attendant fails to report for duty –
or falls asleep on the job. Blaming the railway or the minister of
transport for resulting accidents gets nobody anywhere.
In urban areas, a more constructive approach is for local authorities
to initiate – and pay for – the replacing of level crossings as far as
possible with bridges.
SAUDIARABIA
ASWAN DAM
JORDAN
ISR
AE
LSUDAN
EGYPT
C AIRO
Abu Tarlour
El Kharga
Nag’Hammadi
El Korma
Isna
Aswan
Luxor
Oena
Sadd el Ali
Bur Sataga
Asyut
Beni Suef
El Wasta
SuezEl Shatt
IsmailiaFerdan
RafahPort Said
EL’Alamein
To Tobruk Mersa
Matruh SimilaSalum
Alexandria
El Faiyum
Railway outof use
Helwan
BahariaOasis
AY
BIL
N0 250 km
MEDITERRANEAN
RED SEA
NAIROBI
VoiMombasa
Lamu
Nakuru
KampalaMalaba
Entebbe
Kisumu
Mwanza
100 200 400km
TANZANIA
UGANDA
SOUTHSUDAN ETHIOPIA
KENYA
SO
MA
LIA
ZIM
BA
BWE
MOZAMBIQUEMA
LAW
I
ZAM
BIA
Beira
Dondo
Inhamitanga
Manica
Mutare
To Harare
Caia
Vila de Sena
Marromeu
Mocuba
Nacala
Monapo
LumboNampula
Cuamba
Entre LagosNkaya
Moatize
Chiromo
Mutarara
Blantyre
Tete
Lichinga
Lilongwe
Chipata
Quelimane
Indian Ocean
Cabora Bassa Dam
Zambesi River
TANZANIA
Lake
Ma
law
i
1500 300 450
Km
Morrumbala
AFRICA UPDATE
15Issue 2 // 2013 Railways Africa www.railwaysafrica.com
According to Tjaronda, it costs between N$3 million and N$5
million to rehabilitate one kilometre of line, but the state has been
contributing only N$1 million per annum for maintenance of the
railway. “For the period 2006 to 2012, TransNamib spent over
N$220 million in maintenance, but the government only contributed
N$7 million”.
The current development budget, New Era comments, shows that
the state treasury has allocated, “for this fi nancial year alone”,
N$165 million for rehabilitating the Aus-Lüderitz line and N$237.2
million for the procurement of new rails, and manufacturing and
transport of ballast to use mainly in rehabilitating the lines from
Kranzberg to Otjiwarongo and Tsumeb, and between Windhoek
and Walvis Bay. “The budget document says that line ‘is regarded
as the most important line because it links the port of Walvis
Bay with the rest of the country. Strategic important commodities
such as fuel and coal are transported over this line. Severe speed
restrictions, as low as 15 to 20km/h have been imposed on some
sections.’”
NAMIBIA’S LÜDERITZ LINE(See also W C Dempsey’s article on page 12)
In past years. Pieter Conradie writes, the Rosh Pinah mine sent its
zinc concentrate from Aus to a smelter in Gauteng for processing,
but due to economics the smelter was mothballed. Then, for
some time, the concentrate went all the way from Aus by rail
via Windhoek to Walvis Bay for export. In 2013, the mine put in
bulk loading facilities at Lüderitz harbour and currently large road
trucks carry the zinc concentrate to Lüderitz for export. Clearly the
mine is a good potential customer for the railway when it reopens.
The route - which Vale will use for transporting export coal - passes
through Malawi, and requires a new line to be built across the
southern part of that country. The Malawian government and Vale
have already reached agreement on this.
In northern Mozambique, the existing line from Malawi to Nacala
requires upgrading, and two new connecting lines have to be
constructed. One of these is to link the main-line with a new coal
terminal to be built at Nacala-a-Velha, across the bay from the
present Nacala port. Vale-Mozambique logistics director Ricardo
Saad says he hopes this will be fi nished and that trains will be
running by the second half of 2014. According to Saad, the project
is one of Vale’s largest projects in Africa.
NAMIBIATRANSNAMIB NEEDS REHAB MONEY URGENTLYTransNamib company secretary Eugenia Tjaronda told the
Windhoek newspaper New Era that the railway’s rolling stock and
equipment is old and dilapidated. Unless the government provides
funds to correct this state of affairs, she said, the future could
be “catastrophic”. The comments were made in the wake of the
recent derailment in which the assistant driver was killed.
SOUTH AFRICA
N A M I B I A
A N G O L A
WINDHOEK
To Cassinga
Oshakati Oshikango
Ondangwa
Tsumeb
Oshivelo
Otavi
Outjo
Grootfontein
Otjiwarongo
OkahandjaKranzberg
Usakos
Rehoboth
Mariental
Keetmanshoop
Seeheim Seeheim NorthKolmanskop
Lüderitz
BogenfelsKarasburg
Oranjemund
N
0 250 km
Nakop
ToUpington
Gobabis
AT
LA
NT
I C O
CE
AN
SwakopmundWalvis Bay
To Katima Mulilo
BO
TS
WA
NA
Louis Conradie took these photos at Lüderitz in early March 2013.
www.railwaysafrica.com16 Railways Africa Issue 2 // 2013
AFRICA UPDATE
TRANSNAMIB OUTSOURCES FREIGHT CONVEYANCETransNamib Holdings has signed a two-year agreement with
Triton Express (Pty) Limited, a South African road carrier. This
formalised the outsourcing of break-bulk freight movement to
Triton, an arrangement fi rst implemented some years ago. The
Namibian quotes Namibia Transport and Allied Workers Union
(Natau) General Secretary John Kwedhi saying the union was not
consulted prior to the signing. Following concerns expressed by
railway employees who fear job losses, TransNamib CEO Sara
Naanda gave an assurance that there would be no layoffs as a
result of the outsourcing. According to The Namibian, some 500
workers might be affected and they have called upon the country’s
anti-corruption commission to investigate the matter.
TRANS-KALAHARI ON HOLDAn agreement was to have been signed between Botswana and
Namibia during April, dealing with the construction of a new 1,500km
Trans-Kalahari railway from Botswana’s Mmamabula coalfi eld to
the port of Walvis Bay. Feasibility studies were completed in 2012
under the auspices of the World Bank, the estimated cost of the
project being in the region of $US10 billion. In the event, Botswana
ministry of transport and communications public relations offi cer
Titi Nyadza told Windhoek’s The Namibian: signing has been
“suspended for the time being and we are not sure when it will
take place. There seemed to have been issues with regards to the
minister’s travelling arrangements to Namibia that did not work out”.
NAMIBIA’S GHOST STATIONThough the last train from the impressive German colonial station
on Bahnhof Street in the Namibian port of Lüderitz departed 17
years ago, in 1996, the station-master is still on duty. In fact, Julia
Dombrowsky writes in Windhoek’s Algemeine Zeitung, Hannes
Schmidt is no ghost. Alive and well and 59 years old, he has one
important ambition – to signal the departure of a real train from
Lüderitz once again before he retires in 2014. His aim may just be
achieved in time. Reconstruction of the 139km line from Aus is
currently nearing completion and trains are due to start running
again, some time in 2014.
At present Schmidt is responsible for coordinating the operation
of fi fteen road trucks that carry goods for the mines but his heart,
says Dombrowsky, remains fi rmly in the railway.
Newly laid tubular track between Aus and Lüderitz. Photo: Louis Conradie.
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AFRICA UPDATE
FREIGHT SERVICE RESUMES IN NIGERIAFollowing the resumption of passenger train service between
Lagos and Kano in December, freight is now being carried on the
line between the states of Ogun and Niger. For the last ten years,
all goods have moved by road. The inaugural freight train carried
675 tonnes of cement to Minna, 744km from Lagos, on 17 January.
Minna station Public Relations Offi cer Abdulraouf Akinwuye told
media representatives that the cargo was transported from the
Lafarage Cement Company at Ewekoro in Ogun State. He expected
that a number of jobs would be created for people loading, off-
loading and transporting freight. Regular goods trains would be
running soon, Akinwuye said.
NRC STRIKEThe newly reopened Lagos-Kano passenger train service was
halted on 18 February when employees of the Nigerian Railway
Corporation (NRC) commenced strike action in complaint over
alleged “anomalies” in their conditions of service. According to
press reports, existing employees protested they had not been
considered for promotion, while NRC continued recruiting from
outside the organisation in fi lling vacant posts. Another grievance
concerns company insurance policy. “Locomotives are insured, but
not the drivers,” strikers reportedly said. ”Hundreds” of travellers
were reported stranded by the strike, with stations locked.
Following the signing of an agreement between management and
the workers’ union, the strike was called off on 19 February. It had
been agreed, NRC Managing Director Adeseyi Sijuwade explained,
that “the employees’ plight would be attended to”.
SIERRA LEONE ADDITIONAL LOCOS FROM RRL FOR SIERRA LEONEThe latest new-build diesel (no 1211) arrived at Durban’s Maydon
Wharf in mid-February, travelling via Swaziland from the RRL
factory in Pretoria.
Thomas Kantor explains on the sar-L site: “The total order is for 30 locos built to EMD GT26CU-2
specifi cations by RRL Grindrod for use by African Minerals Ltd
(AML) on the 200km railway linking Tonkolili iron ore mine with
Port Pepel in Sierra Leone. They have EMD 645 E3B engines and
weigh 126 tons. Nos 1105-1120 were built in 2011/12 and nos 1201-
1204 in 2012/13. As RRL wouldn’t have been able to complete
the fi rst locos in time for the start of operations they bought in
four NREC GT26CW built by TZV Gredelj in Croatia in 2011, numbered
1101-1104. All the locomotives are owned by RRL Grindrod and
are on lease to AML.”
NIGERIANIGERIA PLANS MINNA-ABUJA LRT The construction of a 150km light rail line to Nigeria’s federal capital
Abuja from Minna junction, 744km from Lagos on the main-line, is
under consideration by Niger State, according to Governor Babangida
Aliyu. The viability of the idea is to be determined by a committee that
has been charged with undertaking a feasibility study.
OVERCROWDED NIGERIAN TRAINSNigeria Railway Corporation (NRC) Assistant Director of Public
Relations David Ndanusa told the Lagos newspaper Vanguard that
more than 30,000 people had travelled on the newly renovated
Lagos-Kano line since trains resumed operation early in December
2012. The paper believes the fi gure is a great deal higher. A reporter
who rode the train recently – it runs only once a week – was one of
150 people crammed in a coach intended to carry 95.
“The huge patronage,” wrote Jonah Nwokpoku, “has however
led to unquantifi able congestion, a situation [which] passengers
say, makes rail travel a harrowing experience”. On the train he
rode, “Every available space contained human beings or luggage
including the aisles, the couplers and the toilets.”
Offi cials told him the overcrowding is allowed because they do not
want to turn away and disappoint would-be passengers. Fellow
travellers were miserable, having had to stand for hours in the jam-
packed coaches.
According to PRO Ndanusa, It is hoped to augment the service as
soon as coaches currently being renovated become available.
Nigerian train. NREC GT26CW locos 1101-1104 were built by TZV Gredelj in Croatia in
2011. Owned by RRL Grindrod, they are on lease to AML.
18 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
AFRICA UPDATE
Seif Seif is quoted saying that Dar is facing competition from
the ports in neighbouring countries. “Serious threats”, he said
are posed by the ports at Mombasa in Kenya, Beira and Nacala
in Mozambique, Durban in South Africa and “the fast upcoming”
Walvis Bay in Namibia.
TANZANIA CENTRAL LINE UPGRADEDeputy Minister for Transport Dr Charles Tizeba told the Tanzanian
parliament in Dodoma that “short, medium and long-term strategic
plans” are being implemented - in phases - to improve Tanzania
Railways Limited (TRL). “State-of-the-art” stations are to be
constructed to upgrade passenger facilities. Locomotives and rolling
stock are being rehabilitated. The Central Line running westwards
TANZANIAGERMANY TO ASSIST TANZANIATanzanian Railways’ Central Line – from Dar es Salaam to Kigoma
on Lake Tanganyika (together with the branch to Mwanza on Lake
Victoria) - was built by the German colonial administration from
1905 to 1914. During a recent visit by high-ranking government
offi cials from Germany, State Secretary in the Ministry of
Economics and Technology Anne-Ruth Herkes and State Secretary
in the Federal Foreign Offi ce Professor Harald Braun said there is
serious commitment in looking into overhauling and modernising
Tanzania’s Central Line. They met with Tanzanian Vice-president
Dr Mohammed Gharib Bilal, Minister of Foreign Affairs and
International Cooperation Bernard Membe and Minister for
Industries and Trade Dr Abdallah Kigoda. According to Professor
Braun, the process for implementation of the project would
begin as soon as the Tanzanian government accepts the proposals
put forward.
The visitors said Germany is impressed with Tanzania as one
of “the strongest emerging economies in East Africa, recording
growth at 6 to 7% over the last decade.” According to Herkes,
Germany will support the government of Tanzania in creating the
“legal framework and capacity” to deliver more inclusive economic
growth, sustainable development and poverty reduction.
TANZANIAN FREIGHT TRANSPORT UP 400% IN 5 YEARSAccording to a recent study reported by East African Business
Week, goods transport volumes in Tanzania grew 400% in the past
fi ve years. A study by the Tanzania Truck Owners’ Association
(Tatoa) demonstrates that road freight constitutes 95% of the
total. Concern is being expressed over the capacity and operation
of the port at Dar es Salaam, its ability to meet growing demand
and the time taken for cargo to be cleared. Tatoa chairman
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19Issue 2 // 2013 Railways Africa www.railwaysafrica.com
AFRICA UPDATE
from Dar es Salaam through Dodoma is to be substantially improved
in 2013, the minister promised.
In March 2011,Transport Minister Omary Nundu told an international
investors’ forum that an upgraded and extended Tanzanian Central
Line on standard gauge would be carrying 35 million tonnes of
freight annually by 2013 to Rwanda, Burundi and the eastern DRC.
TAZARATAZARA TRANSFORMATIONAt a recent meeting with two of the major customers of the
Tanzania-Zambia Railway Authority (Tazara), Acting Managing
Director Dr Damas Ndumbaro said the organisation is undergoing
a “radical transformation” that will lead to improved performance
following the introduction and tying of managers to performance-
based contracts. To date, the two regional general managers
for Tanzania and Zambia have been made to sign performance-
based contracts and all managers below them will be required to
sign similar documents. “It has been made clear by the board of
directors that whoever does not perform should either leave Tazara
voluntarily or be forced out,” Ndumbaro was quoted saying.
Chingola’s Konkola Copper Mines (KCM) head of marketing,
logistics and concentrate procurement Amol Mehra said his
company was encouraged by the commitment shown through
Zambia’s government injecting $US32 million working capital
for Tazara. KCM he said is ready to double (to 10,000 tonnes) its
monthly transport of cargo on Tazara to Dar es Salaam - as long as
the railway is “consistently able to deliver on time”.
Ndola’s Impala Warehousing and Logistics Country Manager
Clement Mwiya said he would be happy to see change at Tazara.
“We would like to see consistency and commitment”, he said, “with
Tazara performing to its highest capacity with clear predictability
and reliability,” Impala he said is able to guarantee “enough traffi c
in both directions”. Impala currently fi lls about two trains per
month (about 2,600mt) but “would be happier with fi ve or more
trains” of containerised cargo.
TAZARA CONTAINER CAPACITY RESTORED The Tanzania-Zambia Railway Authority (Tazara) is once again able
to provide container transport to and from four stations in Zambia
and Tanzania, following the restoring of gantry cranes that have
been out of service for many years. Public Relations Head Conrad
Simuchile says container handling capacity has been restored at
Dar-es-Salaam, Makambako, Kasama and New Kapiri Mposhi,
the junction with Zambia Railways Ltd. Tazara Managing Director
Akashambatwa Mbikusita-Lewanika explains that the cranes were
rehabilitated in terms of a contract between the company and
the China Civil Engineering Construction Corporation (CCECC)
signed in Dar-es-Salaam on 30 May 2011. “The cranes have a lifting
capacity of 36 tonnes and are mainly used for lifting containerised
cargo on and off wagons,” Mbikusita-Lewanika says.
Tazara enjoys continuing support from the Chinese government
in terms of interest-free loans provided through “protocols of
economic and technical cooperation” signed with Tanzania and
Zambia. The 14th Protocol was signed in December 2009, followed
by the 15th Protocol in March 2012.
The gantry crane rehabilitation concludes six of the nine projects
under the 14th Protocol. Those still outstanding involve rehabilitating
three shunting locomotives, the supply of SKF bearings for wagons
and the delivery of two new shunting locomotives.
TUNISIAFIRST RFR SECTION IN TUNISIAAn agreement was signed recently at Gammarth between the Tunis
Rapid Railway Network (RFR) company and the Siemens-Tunisia
consortium, Colas Rail and Somatra, marking the start of work on
the fi rst section of the Tunis Rapid Rail project. The French-German-
Austrian consortium won the tender worth about 305 million
Tunisian Dinars. Completion is scheduled within three years.
UGANDARVR FIXING UGANDA’S NORTHERN LINEAccording to Rift Valley Railways (RVR) executive vice-chairman
Brown Ondego, work has begun on rehabilitating Uganda’s
northern line, out of use for some 18 years due to security
issues and vandalism. He told East African Business Week, “The
Northern line is a very important part of our concession and will
play an increasingly strategic role in our business development
going forward due to existing opportunities to open up business
in landlocked Southern Sudan and in the Albertine Graben as well
as Northern Uganda.”
Kato contractors, a Ugandan engineering fi rm, is busy with the
fi rst phase of the project which involves bush clearing and anthill
removal. In the next phase, fl ood-damaged areas and washouts
are to be repaired, culverts reinstated and vandalised sections of
line replaced.
RIFT VALLEY RAILWAYS CONCESSION In the light of media reports that China is to build a standard-gauge
line from Mombasa to the Ugandan border at Malaba, in terms of
an agreement reached with the government of Kenya, East African
Business Week asked Rift Valley Railways (RVR) how this would
affect its interests. RVR Executive Vice-chairman Brown Ondego
told the paper that the concession agreement signed between RVR
and the governments of Uganda and Kenya in 2010 provides “a
well-defi ned process for the planning, construction and operation
of the standard gauge railway, which includes offering RVR the
opportunity to operate rolling stock on the line.” Ondego added: “It
is our expectation that the concession agreement will be adhered
to by all parties”.
East African Business Week sums up the situation succinctly:
“According to the current concession, RVR’s interests are
guaranteed by clauses that stipulate that the governments of Kenya
and Uganda cannot during the tenure of the concession introduce
changes that jeopardise RVR’s profi tability.”
YDM4 locos on Tanzania’s Central Line. Photo: V Lines.
20 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
AFRICA UPDATE
STANDARD GAUGE FOR UGANDAUgandan Works and Transport Minister Abraham Byandala,
commenting on Kenya’s decision to build a standard gauge railway
from Mombasa to the border at Malaba, told East African Business
Week in Kampala that “it would only make sense” to extend the new
line into Uganda. In terms of a contract signed between Uganda
and Kenya, he was quoted explaining, it had been agreed “to work
together in the development of this standard gauge railway from
Mombasa to Kampala then to Kasese.” Byandala emphasised
that the concession that Kenya and Uganda have with Rift Valley
Railways (RVR) is not affected by these activities. “The concession
was written in such a way that right from the word go, they
(RVR) agreed that we can continue or we can start constructing a
standard gauge line”.
Former Uganda Investment Authority Executive Director Dr Maggie
Kigozi said in an interview with East African Business Week that
the existing poor railway and road infrastructure is a barrier to
investment in Uganda. His ministry, Byandala disclosed to the
paper, has contracted two companies to reconstruct the Malaba-
Kampala section of railway and is “in the process of signing a
deal” with another fi rm to work on extending the 503km Tororo-
Gulu-Pakwach line to Nimule on the border with South Sudan. In
addition, he said, the ministry has engaged a South African
company to “look into” the 333km Kampala-Kasese line, which has
been out of operation for many years.
ZAMBIAZAMBIAN PASSENGER SCHEDULE DOUBLEDEarly in 2013, Zambia Railways Limited (ZRL) newly appointed
Chief Executive Professor Clive Chirwa launched a second weekly
main-line passenger train, explaining that only one per week was
an unacceptable service. Promising that ZRL would ensure the
railway promoted national development and that people could
travel safely between towns, the professor added: “We know just
rehabilitation is not good enough because we need to build a
railway line of tomorrow.”
UNDERGROUND STATION FOR LUSAKAA master plan drawn up by Zambia Railways Limited (ZRL) Chief
Executive Professor Clive Chirwa envisages an underground
passenger station for the capital Lusaka. The new ZRL commercial
department will revamp all stations, he said, as these are currently
“deplorable”. The professor was quoted saying that “coming from
a highly sophisticated technological environment, he did not
see how he could not design wagons, a railway line, as well as
a passenger coach and advanced locomotives.” Saying: “The
design is already on the computer”, he estimated that about 100
to 150 people would be employed during the rehabilitation period
of three years.
ZAMBIAN BRANCH REHABILITATIONThe Ndola-Luanshya branch is to be upgraded in terms of his
master plan, says ZRL’s Professor Clive Chirwa, as “it is key to the
haulage of copper ore to processing facilities as well as copper
cathodes for the export market from Luanshya Copper Mine
(LCM). Restructured, this line will also help service more than
500 small-scale farmers along the Kafubu Farm Bloc “who have
been facing challenges in transporting their produce to the nearest
markets on the Copperbelt and beyond. It will also give impetus
and encouragement to other farmers along the main-line to grow
more food as an improved network will provide guarantee for their
transport needs.”
Another key branch, Chirwa points out, is the Mulobezi line “which
citizens of this country want the concession revisited if the whole
railway system is to be fully revamped.”
CHINGOLA-LIVINGSTONE: 2ND TRACK In a recent radio programme, ZRL’s Professor Clive Chirwa said
a three-year project to rehabilitate the main-line will commence
shortly. This follows the government’s releasing $US120 million
N50 100 150
KM
RWANDA TANZANIA
SOUTH SUDAN
UGANDA
DRCPakwach
LakeAlbert
Kasese
LakeEdward
KENYA
Malaba
TororoKampala
LakeVictoria
GuluLira
Mbale
Soroti
ZRL CEO Professor Clive Chirwa envisages an underground station in his
master plan for Zambia.
The present station was photographed by Peter Bagshawe.
ZAMBIA
ANGOLA
DEMOCRATIC REPUBLIC OF CONGO
BOTSWANA
ZIMBABWE
MOZAMBIQUE
MA
LAW
I
MonzeChoma
Kwekwe
Gweru
Mutare
Marondera
Tete
Chipata Mchinji
Odzi
Hwange
Chingola
Kitwe
KolweziDilolo
Luau
Luanshya
Mazabuka
Ndola
Kabwe
LUSAKA
LILONGWE
HARARE
Kapiri Mposhi
LivingstoneCAPRIVI
STRIP
OkavangoDelta
Lake Kariba
Kariba Dam
Cabora Bassa
Mulobezi
Senanga
Kazungula
Kafue
NAMIBIA
Lubumbashi
21Issue 2 // 2013 Railways Africa www.railwaysafrica.com
AFRICA UPDATE
to fund the work. It is the intention, he was quoted saying, to
construct a second track parallel to the existing one from Chingola
to Livingstone.
Which is how long exactly? The choice seems fairly wide, for
instance:
• 812km: AA Road Atlas (1974 edition)
• 898km: AA Road Atlas (1972 edition)
• 904km: Cook’s Overseas Timetable
• 915km: Old South African railway timetables
• 980km: Professor Chirwa (radio quote)
ZIMBABWEON STRIKE IN ZIMBABWE: NO PAY FOR 8 MONTHSNational Railways of Zimbabwe (NRZ) locomotive drivers went on
strike on 12 March, listing a number of grievances. One of these
is the absence of fi re extinguishers. According to the Bulawayo
Chronicle, quoting an NRZ employee, “These are the most
important things that should be present on a train. One needs a
fi re extinguisher to put out the fi re in the event of a fi re outbreak.”
Though this puts matters fairly clearly, arguably it is even more
important to pay staff for their services, as without pay they cannot
be expected to continue working, and if they leave – well, nobody is
going to need fi re extinguishers.
The main problem cited by the drivers has to do with pay; not the
size of the paypackets (the usual striker’s gripe), but the lack of
them. A workers’ representative quoted by the Chronicle said:
“We have not received our salaries for the past eight months.
Our employer is splitting a month’s salary to cover two months.
For example, last year’s June salary was used to pay this year’s
January and February salaries. This means NRZ still owes us eight
months salary.”
The Chronicle talked to NRZ General Manager Air Commodore
(retired) Mike Karakadzai who pointed out that the railway can
only generate revenue to pay salaries if they actually move
people and goods. “This course of action [ie striking] will instead
worsen our plight …. how else can we be able to generate cash to
pay them?,”
The retired air commodore said workers had to be aware that
NRZ is facing “operational challenges” as a result of the prevailing
economic environment. He said the Harare-Shamva and the
Harare-Lions Den trains had to be cancelled due to the industrial
action, and “a few clients” had their freight delayed.
PROTESTS BY NRZ WORKERS’ WIVES Gladys Ncube writes in The Zimbabwean:“In February] riot police were engaged in running battles in the
city centre with the wives of National Railways of Zimbabwe
(NRZ) workers who were protesting against the parastatal’s
management for failing to pay their husbands’ salaries. Over a
hundred wives of workers gathered again on the 23 March at the
(NRZ) headquarters in the city centre and started crying in protest
over the company’s failure to pay their husbands for the past
nine months.
“’NRZ owes its workers a total of $US1 million,’ Ncube explains,
‘Like other parastatals it is facing numerous problems stemming
from lack of funds to import spare parts and improve services.
Most of NRZ diesel and electric locomotives are out of service
while passenger and freight services are constantly cancelled.’
“Further, the company is seriously indebted, making it impossible
to solve this situation without external help. Other challenges
facing the company include vandalised communication equipment
and dilapidated yard facilities.”
One of the women told The Zimbabwean their husbands haven’t
been paid since July last year and the management only paid
them a paltry $US150 this month. “There is no food at home and
our children are starving”.
STOP PRESSZAMBIAN GRAND PLANS FALTERIn late April, the much publicised intentions and grand plans at
Zambia Railways Limited (ZRL) ran into all sorts of trouble. It
began when Zambian President Michael Sata suddenly sent the
railway’s entire board packing – with the exception, that is, of
recently appointed ZRL chief executive Professor Clive Chirwa.
The move gave rise to widespread criticism, in particular the
speed with which the board was dissolved. According to press
reports, the action was taken at Professor Chirwa’s insistence,
following demands by board members for K500 million* “sitting
allowance”. Board members countered this, saying Chirwa had
demanded a K248 million monthly salary, a 25% stake in the
company after fi ve years and had “single-sourced” a contract
to his own company to train company staff.
In addition, Chirwa’s “lavish lifestyle” had been questioned –
apparently he insisted on being accommodated at Falls Way
Villas in Thabo Mbeki Road at a cost to the company of K72
million per month.
On 22 April, mounting pressure on the President resulted
in Professor Chirwa being suspended from duty on half pay,
together with an order to vacate Falls Way Villas. At the
same time, Zambia’s Anti-Corruption Commission (ACC)
was instructed to probe alleged corrupt practices at Zambia
Railways and “abuse of authority of offi ce”.
Press comment drew attention to the President’s unilateral
appointment of Professor Chirwa, without going through
proper recruiting and interviewing procedures. Commentators
suggested that other potential candidates for the position – had
they had the opportunity to apply - might well have had more
impressive experience in running a railway (Chirwa being an
aeronautical engineer).
This unhappy sequence of events followed the 2012 termination
- on the grounds of “non-performance” - of the concession in
terms of which private enterprise was running Zambia railways.
President Sata, reportedly, was determined to “renationalise”
the system.
Transport, Works, Supply and Communications Permanent
Secretary Muyenga Atanga has been appointed to take interim
charge of ZRL operations.
FOOTNOTE:
*The exchange rate at the time was K0.00018 to the US dollar.
22 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
AFRICA UPDATE
Act safely at level crossings
fi nancial year 2012/13, TFR initially budgeted to rail 3.2 million
tons. Current planning envisages increasing this to 3.8mta at fi rst,
and then 4.8mta later. Eventual efforts are to focus on attaining
volumes of 6 million tons per annum, the ultimate goal being 10mta.
MARIKANA TO RICHARDS BAYOn 19 November 2012, a test train of 100 CR wagons hauled by
three class 43 diesel-electric locomotives was run from Marikana
near Rustenburg to Ermelo. There four class 7E electric locomotives
(25kV AC) took over for the run to Richards Bay. The object was
to assess the effectiveness and traction power of the locos in the
corridor. The test was successful and paved the way for running
trains of this length on a regular basis.
Once suffi cient rolling stock becomes available, it is hoped to
schedule fi ve trains of 100 wagons every week. Before this can
be implemented, re-evaluation of the total supply chain will need
to be undertaken, to ensure that adequate loading and unloading
arrangements are put in place so that trains are not delayed.
SHOSHOLOZA MEYL INTERCITY TRAINS CURTAILED AGAINWith effect from 14 January 2013, South African intercity passenger
train operator Shosholoza Meyl cut the number of scheduled long-
distance trains from 66 per week to 36. At the same time it was
advised that the number of coaches in trainsets was to be reduced.
As from 1 February the frequency of the Cape Town-Johannesburg
Premier Classe express was trimmed from twice to once a week
each way, northbound on Tuesdays and southbound on Thursdays.
REVIVING THE MUSINA-BEITBRIDGE LINEPreparations for the soccer World Cup in South Africa in 2010
included a project that would have revived traffi c on the Musina-
Beitbridge line, the specifi c objective being to convey football
fans from Zimbabwe. Security concerns resulted in the scheme
being aborted.
New moves to revive passenger traffi c north of Musina are aimed
mainly at relieving serious congestion at the Beitbridge border
post. If customs and other formalities could be completed on the
trains, pressure on the post could be substantially reduced. At the
same time, it is hoped that lessening road traffi c would help reduce
the accident rate. Authorities involved in current talks include the
Zimbabwean Public Against Traffi c Accidents Bureau (Patab), the
National Railways of Zimbabwe, the Zimbabwe Revenue Authority,
the Passenger Rail Agency of South Africa (Prasa) and Cross
Border Services.
Patab Managing Director John Manjengwa, who is optimistic about
early implementation, says the Beitbridge Town Council has agreed
to make land available. This will be used in providing facilities for
buses loading passengers disembarking from trains, for onward
travel into Zimbabwe. At a later stage, it is hoped that passenger
train service can be reinstated north of Beitbridge.
MAGNETITE ON TFRTransnet Freight Rail (TFR) is currently running 14 magnetite
trains weekly to Richards Bay, carrying some 66,150 tons in all.
The commodity is loaded at Mica station near Phalaborwa. For the
24 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
RAIL NEWSSOUTH AFRICAN
SA RAIL NEWS
Transnet is to spend more than R1 billion
on research and development over the
next seven years in terms of an agreement
signed with the Council for Scientifi c and
Industrial Research (CSIR).
All Transnet operations in port, rail and
pipelines are included, as well as ownership
and rights such as intellectual property,
which will be agreed on a project basis.
“For Transnet to play its rightful role in
the economy, we have to grow, invest and
modernise at an unprecedented rate,”
says Transnet GCE Brian Molefe. “We need
to constantly explore innovations and
technological advancements. We have that
in abundance at the CSIR.”
Transnet is about to enter the second
year of its seven-year R300 billion market
demand strategy, which aims to improve the
company’s capital investment programme,
operational effi ciencies and safety levels.
“This partnership is an excellent opportunity
for the CSIR to provide comprehensive
research and development support to a
pivotal state-owned company,” says CSIR
CEO Sibusiso Sibisi.
Together the CSIR and Transnet are already
working on infrastructure, which includes
rail, port and coastal engineering. Rolling
stock energy effi ciency and regeneration,
also alternative fuels, are on the agenda.
TRANSNET & CSIR TO COOPERATE
TRANSNET RAIL ENGINEERING RENAMEDMore than twenty years ago, the long-established workshop
complexes of the old South African Railways – at Salt River, Durban,
Pretoria, Bloemfontein, Uitenhage, Germiston etc -were brought
together in a Transnet subsidiary business unit called Transwerk.
Subsequently this was renamed Transnet Rail Engineering, widely
known today as TRE.
Recently a ninth operating business unit was created at TRE, to
handle the assembly and maintenance of ports-related equipment,
such as straddle carriers. This development meant that TRE
activities were no longer exclusive to rail. Recognising this, the
division has been renamed once more, becoming simply Transnet
Engineering (TE). The long-term view, says CE Richard Vallihu, is to
get involved in ports business beyond South Africa’s borders.
HEAVY TRANSNET TARIFF RISE FOR MINES According to Transnet GCE Brian Molefe early In March, it is
planned to increase tariffs on dry bulk freight by 68% though rates
for manufactured goods are likely to decrease by 47%. He said
restructuring was necessary “to encourage benefi ciation and bring
Transnet pricing in line with the government’s economic policy”.
The rise of more than two-thirds was expected to cause alarm in
mining circles. Transnet’s National Ports Authority CE Tau Morwe
was quoted saying that the price of moving iron ore from Sishen to
Saldanha is set to double. Molefe justifi ed the proposed increases
by explaining that mining has been “hugely subsidised” in the past
through a tariff structure “weighted in favour of raw exports at
the expense of manufacturing and agriculture.” The deadline for
comments on the application for tariff changes is 31 May.
Four class 39-200 diesel-electric locos, recent products from TRE - now
retitled Transnet Engineering. Photographed on a limestone train at Irene
by Eugene Armer.
Transnet Engineering: getting involved in ports business. Photo: Ncqura in
the Eastern Cape.
R450 MILLION FOR JOHANNESBURG-MTHATHA LINE“The Johannesburg-Queenstown-Mthatha Rail project of R450-
million has been committed over the next three years, which
includes the construction of eight stations”. This item was reported
in a Sunday Times supplement on 17 March. Entitled “BUILDING SA”,
a footnote explains it was “produced by Times Media in conjunction
with Government Communication and Information Systems (GCIS)”.
RAILWAYS AFRICA FOOTNOTE:
Extensive reconstruction of the existing line to Mthatha was completed in 2008
and passenger service was reintroduced with fi nancial support from the Eastern
Cape provincial government. The route leaves the main-line to Johannesburg
at Amabele junction, 76km from East London. No connection to Johannesburg
was provided at Amabele, but buses were run to and from East London. Trains
ceased running for a period, due it is understood to funding problems. Service
then resumed but reportedly ceased again during the course of 2012.
Though the crow-fl y distance from Amabele to Mthatha is only about 180km,
the railway needs 282km to traverse the very diffi cult topography. A 392m,
nine-span bridge crosses the Great Kei River.
Crow-fl y to Mthatha from Queenstown is about 210km, Queenstown being
214km by rail from East London. Given that four stations and doubling about
6km of line at Greenview east of Pretoria is costing R400 million (reported in the
same supplement), it does not seem that R450 million will go very far towards
some 200km of new line from Queenstown to Mthatha - and the cost of eight
stations. Or are we missing something?
0 10 20 30 40 50km
EAST LONDON
Butterworth
IdutywaExisting
Mthatha Line
To Cookhouse & Port Elizabeth
Qunu
Ndyebo
Munyu
Imvani
Tylden
Middledrift
Blaney
aMabele
Great Kei
Mbashe
Mbashe
Thomas River
Komga
Cathcart
Stutterheim
Alice
King Williams Town
Mdantsane
QUEENSTOWN
To Springfontein, Bloemfontein & Johannesburg
Mthatha
SA RAIL NEWS
25Issue 2 // 2013 Railways Africa www.railwaysafrica.com
BIG CHINESE LOAN FOR TRANSNETIn terms of an agreement signed in Pretoria on 26 March during
a meeting between the presidents of South Africa and China,
the China Development Bank is expected to lend Transnet about
R45 billion to help fi nance the R300 billion infrastructure upgrade
programme. In the course of this, Transnet plans to spend R205
billion on rail projects. It aims to increase freight rail volumes from
about 200 million tons per annum to 350 million by 2019, and its
market share of South African container traffi c from around 79%
to 92%.
The cooperation agreed with China, according to Transnet, “is
to include the fi nancing of the construction and upgrade of
railway and port infrastructure and localisation of equipment
manufacturing. In addition, the two agreed on future collaboration
on research and development initiatives, manufacturing, marketing
and the construction of cross-border infrastructure throughout
the continent.”
In October 2012, a consortium led by Chinese manufacturer CSR
Zhuzhou Electric Locomotive (CSR) was named as the winning
bidder to supply Transnet with 95 electric locomotives at a cost
of R2.6 billion. The fi rst 10 are being assembled in CSR’s factories
in China and the remainder will be manufactured in South Africa.
SA’s CHINESE TENDERLate in 2012, the Workers International Vanguard Party petitioned
South Africa’s Public Protector to investigate the circumstances
under which Transnet Freight Rail contracted a Chinese fi rm to
supply 95 electric locomotives. According to the party, locomotives
acquired by Namibia in 2005 from the same manufacturer had
serious technical problems and had to be withdrawn from service.
[In recent years, Nigeria, Pakistan and New Zealand, in addition to
Namibia, all reported technical problems with locomotives acquired
from Chinese manufacturers. However these were diesels. Hopefully
the electric locos South Africa is buying will be less troublesome. –
Editor: Railways Africa.]
COMMUNITIES TO HELP CLEAN STATIONSAccording to the “BUILDING SA” supplement in the 17 March
2013 Sunday Times, the Passenger Rail Agency of South Africa
(Prasa) is “expected to carry out 98 station improvement projects
in 2012/13, to improve safety and cleanliness”. At some stations
community members have been trained and have been assisted
to set up cooperatives to clean stations.
Chief executive Patricia Norris
created the CTE enterprise at
Touws River with help from
the IDC in 1999, when she
submitted a successful tender
for refurbishing South African
commuter rolling stock. Prior
to that she held an executive
position at Transwerk (now
Transnet Engineering). The
addition of UCW to the CTE
establishment adds some 900
employees to around 500 who
were on the books in 2012.
Union Carriage & Wagon at Nigel, started many decades ago by
Australia’s leading rolling stock manufacturer Comeng and noted
for building large numbers of locomotives and coaches for South
Africa’s railways (including Gautrain) has changed hands. Owned
until now by Murray & Roberts (M&R), UCW has been acquired by
a consortium comprising the Industrial Development Corporation
(IDC), Commuter Transport Engineering (CTE), the National Union
of Metalworkers, company management and an employee trust. In
the future, M&R is to concentrate its efforts in the railway fi eld on
infrastructure construction rather than rolling stock manufacturing.
UNION CARRIAGE CHANGES HANDS
Photo: CTE.
Aerial photo of CTE’s Touws River division. Photo: CTE.
Chinese-built CKD8C loco, new at TransNamib in 2004.
Good-looking but troublesome.
WORCESTER-MOSSEL BAY LINECommenting on the withdrawal of the class 33 diesels, long
characteristic of the Worcester-Mossel Bay line, Paul Ash writes:
“Well, the writing was on the wall - during [my] last year’s cab ride,
the lead loco overheated all the way from Karringmelk to Mowers
where it fi nally lay down like an old horse, and we had to wait a
couple of hours for the fi tters. Nothing like that warning bell clanging
away for an hour as we ground up the hills from Swellendam... [Now
class] 35s apparently work Worcester-Karringmelk and the 34s
Voorbaai-Karringmelk.”
Three class 35 locos – 431, 465 and 413 – heading a train near Bonnievale,
86km east of Worcester on the line to Mossel Bay.
Photo (14 February 2013): Elna Conradie.
26 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
SA RAIL NEWS
FREE STATE PANORAMAJacque Wepener – who took all the photos in this
feature - spent time during March with RRL at Welkom
where locos 1701-6 and 1702-9 were being tested under
operational conditions. They will be heading in due
course to Société Nationale des Chemins de fer Congolais
(SNCC – the state railway in the Democratic Republic
of Congo). Two of six acquired by RRL from Australia
in 2012, 1701-6 and 1720-9 are ex- Queensland Rail (QR)
17xx series built GM-Clyde between 1967 and 1970.
RRL 1701-6 (ex Queensland Rail 1772) at Welkom.
RRL 1720-9, also ex-QR, at Welkom.
Up hill and down dale on the main-line at Kalkvlakte, 53km south of
Kroonstad.
Hennenman, 42km south of Kroonstad, with E1510 of class 6E1 leading.
Note the overhead catenary support cantilevered over both tracks from a
single mast. This construction is comparatively rare in South Africa, though
familiar along the edge of the sea south of Muizenberg in the Cape Peninsula.
Car train passing Virginia (63km south of Kroonstad on the OFS main-line).
View from the cab.
1701-6 hauling ore. The overhead structure is a reminder that the 24km
line from Welkom to Whites (47km south of Kroonstad on the OFS main-
line) was formerly electrifi ed.
27Issue 2 // 2013 Railways Africa www.railwaysafrica.com
SA RAIL NEWS
“Glencairn station [last stop before the end of the line] has been totally rebuilt. Only about 40% at the north end of the new building is used by Metrorail - the rest is to be rented out for commercial purposes. The ticket offi ce man thought it was going to be a coffee shop but they hadn’t quite fi nished doing the interior yet. It‘s a fantastic location, looking out over False Bay with nothing between you and the sea except the single-track railway. There’s quite a lot of parking and the only surprise is it’s taken so long for somebody to realise the potential of the site!”
5M2A Metrorail set at Glencairn.
Street side of Glencairn station.
5M2A Metrorail set on seawall near Kalk Bay. Kalk Bay station, recently upgraded.
SIMON’S TOWN LINE: MARCH 2013Paul Kilfoil Reports:
28 Railways Africa Issue 1 // 2013 www.railwaysafrica.com
SA RAIL NEWS
NEW GAUTRAIN “Z-CARD”Gautrain’s new “Z-card” pocket guide - detailing all feeder bus routes,
new and old - is being distributed free to commuters (via station
dispensers) as an add-on to the initial train-route Z-card. The facility
provides a “real-time service update application”, received directly
on passengers’ cellphones. According to Bombela Concession
Company General Manager Errol Braithwaite, users register by
sending an SMS and the word “alert” to 32693. A “quick response
code” and other applications on the back of the Z-card direct
travellers to the Gautrain website for any information they may need.
GAUTRAIN CAPACITY PROBLEMSDaily Gautrain passenger loadings approaching 50,000 are putting
“an immense amount of strain on the capacity we have available,”
Bombela Concession Company General Manager Errol Braithwaite
conceded in a recent interview. In an attempt to try levelling the
disparity in peak and off-peak demand, lower fares in the middle
of the day are under consideration. The southbound morning peak-
hour passenger loading is much heavier on the Pretoria route then
northbound, the situation in the late afternoon being the reverse.
“The peak is extremely steep”, Braithwaite says.
Though train frequency has been increased, there are constraints
on any signifi cant further service augmentation – total fl eet
availability for instance, signalling limitations on closer headways
and other factors. One of these is the single track south of Sandton,
with trains crossing by means of the loop at Rosebank. To duplicate
the tunnel in this section would be a very costly undertaking.
M&R’s “MOST PROBLEMATIC” CONTRACTSConstruction giant Murray & Roberts has returned to profi tability,
after two years of reporting operating losses. The group still has
substantial claims outstanding on what it describes as three of its
most problematic contracts: Dubai Airport, the Gorgon Pioneer
material offl oading facility in Australia and Gautrain. A ruling on
the water ingress problem in the rail tunnel south of Rosebank is
expected by June. M&R CEO Henry Laas is quoted saying there is
still an “element of risk” of further costs being incurred though he
does not expect the company to have to do more work in the tunnel.
Laas said M&R had received a “favourable arbitration ruling” to the
effect that the “variation on Sandton station” is claimable; this
is being worked on. However the “delay and disruption claim”
involves billions - this arbitration hearing is not expected to begin
before 2014.
LONGER GAUTRAIN OPERATING TIMESCriticism levelled at Gautrain since services to the airport started
running almost three years ago concern the early evening (20:30)
“last trains”. People who fl y out in the early morning fi nd themselves
stranded at the airport if a late afternoon return fl ight is slightly
delayed. The implications can be far-reaching, notably for people
who park at Gautrain stations and are unable to get back to
their cars at night.
Asked about this in a recent interview, Bombela Concession
Company General Manager Errol Braithwaite said management
is “thinking very hard” about the problem. It would have to be a
“longer term” solution, because “heavy costs” are involved, with
additional shift times and, for example, “longer train operations
which imply more train maintenance etc, etc.” One extra late-
evening run could be provided by using the standby trainset
GAUTRAIN NEWS
Act safely at level crossings
www.railwaysafrica.com
ordinarily stabled at the airport, but this would leave nothing to
cover unforeseen emergencies.
He told Hilton Tarrant of Moneyweb: “You’ll appreciate we’ve got
quite a skeletal system at the moment, single alignments going in
different directions, and that means if you’ve got a problem, let’s
say, on the north-south line at Midrand, it might be a very localised
problem but it affects the entire north-south line.”
GAUTRAIN THREATENED WITH FIREOn 13 March, a group protesting at poor Metrorail commuter
service in the Pretoria area met offi cials from the Department of
Transport (DoT) at the Bosman Street station. Metrorail is part
of the Passenger Rail Agency of South Africa (Prasa), which falls
under DoT. Group spokesman Albert Mokoena told DoT Deputy
Director-General Maria du Toit that commuters want better service
and facilities such as toilets on trains. If these demands were not
met, he said, “drastic action” would result. With the realisation
that burning Metrorail trains is self-defeating, Mokoena said they
would set fi re to Gautrain instead. Had a proper analysis been
done into the needs of the majority of South Africans, money used
to build the Gautrain would have been used instead to improve
the transport system used by the majority, he claimed. “You should
tell that to the minister”, Mokoena told du Toit.
30 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
SA RAIL NEWS
MEDIA WORK FOR CLUBSBoth Rovos Rail and Friends of the Rail
have scored media contracts
latterly which always
mean useful
injections of
capital. Rovos Rail
has returned its 1894-built
class 6 loco no 439 to service
for such work.
Rovos Rail’s class 6 4-6-0 no 439 has recently been returned to steam for
use in a media shoot. Photos: J Batwell collection.
Easter OutingsReefsteamers, Atlantic Rail, Friends of the Rail and Umgeni
Steam Railway all took advantage of the long holiday week-end
in March/April to run trains – Reefsteamers using its class 12AR
no 1535, Atlantic Rail the class 24 no 3655, Friends of The Rail
class 19D no 2650 and Umgeni Steam Railway class 19D no 2685.
Steam in ZimbabweIn February, class 15 Garratt no 395 worked from Bulawayo to
Khami and return on a Valentine’s Day special which culminated
in a dinner function in the NRZ Museum’s premises in Raylton. The
fi rst Saturday in March saw class 16A no 613 working a centenary
special between Cement and Heany Junction on the occasion of
100 years of PPC (local cement company) in the country. The train
operated through to Colleen Bawn on the concessioned section
of line that runs to Beitbridge from Heany, but this part of the
trip was diesel-hauled.
Steam safari operator Geoff’s Trains is due in the country during
May, taking in three lots of Garratts – those at NRZ, Hwange colliery
and the privately-operated class 14A based in Victoria Falls.
Reefsteamers has returned class 12AR no 1535 to service.
Photos: J Batwell collection.
Reefsteamers’ class 15F no 3046 requires a boiler inspection.
Photos: J Batwell collection.
Reefsteamers, GermistonClass 12AR locomotive no 1535 was fi nally steamed in late March
for her initial steam tests and safety valve calibrations. The loco
got to do a little shunting and weed clearing. A fi nal offi cial and
witnessed steam test was done, along with a witnessed sign-off of
the safety valve settings, in time for use over Easter.
After over a year at the hot end of the club’s trains, class 15F no
3046 is taking a well-earned break in the 15M shop, being due for
the mandatory three-year boiler inspection. The boiler ticket had
just expired, hence the stress to get the 12AR going before Easter.
The club is hoping to have no 3046 back in steam by early May.
The boiler is in good shape. Reefsteamers have localised recent
public outings to the greater Johannesburg area with runs along
the Rand Mineral line, south of the city.
Work has started on the further stripping of class 15F no 2914’s
rear end, to clear the way for removal of the entire foundation ring.
Meanwhile Sandstone Estates’ big Cowan Sheldon steam crane
has been moved back into the 15M shop for further work. The
crane is in need of a set of new rivets for the foundation ring before
it can be properly pressure tested. The original rivets had been
installed incorrectly by persons unknown and all leaked as they
had not drawn up properly against their plates and bars. The club
wants to get the steam crane running to assist with track repairs
as well as heavy lifting and for emergencies.
Other work achieved during March included moving half the tube
swaging machine rescued from Sanrasm at Krugersdorp. The
machine is being set up along 15M Bay 8 and is to be put into
service in time.
RAILWAY HERITAGE
32 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
Preservation is A Preservation is A Vital Part of The Picture Vital Part of The Picture
By John BatwellBy John Batwell
Friends of The Rail, PretoriaThis club is restoring class 15CA no 2850 to working order but
is not likely to see their project realised before 2014. Its working
locos at this time are class 19D no 2650 and class 24 no 3664.
Apple Express StudyA study is to be commissioned on the future of the 610mm gauge
Apple Express. Mandela Bay Development Agency CEO Pierre
Voges says the work is being funded by the Economic Development,
Environment and Tourism Department through the Eastern Cape
Development Corporation. Possibilities for the narrow gauge line
are to be explored in terms of tourism, general passenger transport
and freight. The Apple Express line is one of several across the
country that Transnet Freight Rail is considering concessioning as
it does not form part of its core business of transporting freight.
Though not running at present (it is hoped to resume a limited
service before the end of the year), the train has the potential to
be one of the province’s top tourist attractions.
Apple Express on van Stadens bridge.
The single use crucibleRail Welding
Thermitrex (Pty) Ltd
Tel: +27 (0)11 914 2540
Fax: +27 (0)11 914 2547
Email: [email protected]
Website: www.thermitrex.co.za
PO Box 6070,
Dunswart,
Johannesburg,
Gauteng
South Africa
1508
The single-use crucible reduces the risk of human error. It is made from a bonded refractory material inserted in an easy-to-handle five-litre container. Welds are more consistent. As there is no drying or pre-heating, weld times are much shorter. And the single use crucible is safer and minimises environmental impacts.
RAILWAY HERITAGE
Running to 416 copiously illustrated pages, this remarkable work
substantially enlarges upon – and updates - one or two well-known
predecessors, thereby becoming the undoubted defi nitive record
of railway motive power in South Africa. Eleven characteristic
Bruno Martin maps competently set the scene, together with
391 technical drawings, augmented by 23 informative schedules.
According to the publisher, there are over 1,700 photos, 884 of
them in colour; we’ll take his word for it; there’re so many, the
impression is there’re more! In short, don’t be put off by the
price – you get your money’s worth. Especially noteworthy is
the number of striking photos credited to the author himself;
all six – to take one example – on page 296. In one, a class 6E
hauls the 15F owned by prominent British artist David Shepherd.
Another includes the Up home bracket signal at Huguenot – 63km
from Cape Town on the main-line to the north - one of the few
semaphores still surviving on this (and indeed any) line.
In large-format (and hard-cover), Dulez examines in detail every
locomotive class - steam, diesel and electric – used in South Africa
from the very fi rst in Durban in 1860. The numerous Garratt classes
that were such a success in South Africa feature prominently, as
do the impressive main-line class 25 condensers, developed in
the fi fties to deal with the dearth of water in the Karoo. The Fairlie
articulateds and the big Malletts that preceded the Garratts fi ll
12 pages. Useful comparisons are drawn with Mallett locomotives
in America, complete with photos and diagrams.
Other instructive comparisons were those made by South African
steam fundi David Wardale. On page 168, Dulez illustrates the
Chinese class QJ which Wardale proposed enhancing with further
modifi cations he had in mind for the South African class 26.
On page 249, all engines that were named offi cially are listed. The
larger locomotives in industrial use, mostly privately owned, most
acquired from the South African Railways second-hand, have not
been forgotten. However, for complete information on the many
small industry-owned diesels up and down the country, the reader
is referred to Dr John Middleton’s listings.
Twenty-four pages deal with engines that served the extensive
610mm gauge branches – notably again, Garratts. Unusually, in a
book majoring (as you might say) in locomotives, there is generous
coverage of electric multiple-units, starting with the original wood-
bodied stock used in Cape Town from 1927. A unique set of drawings
by the late Malcolm Bates is a feature in this section. Nine pages
are devoted to the new 160km/h, standard-gauge, Johannesburg-
Pretoria “Gautrain”.
A bonus is a gallery of 79 photos (most by the author), depicting
representative locomotives and trains in action all over South
Africa, some even in the snow. “Southern Africa” in the title is not a
misnomer. The fi nal pages comprise well-documented motive power
to be found over the years in neighbouring Namibia, Botswana
and Swaziland.
It takes time to do justice to 400 pages; we’ve done little more than
skim the cream. Back now to page 1. Let the serious reading begin!
- LRD
RAILWAYSOF
SOUTHERN AFRICA
150YEARS
RAILWAYS O
F SOUTHERN
AFRICA 150 JA D
ULEZ
JA DulezVIDRAILLocomotives and Trainsinnnnnnnnnsnnn
RAILWAYSOF
SOUTHERN
AFRICA150
YEARS
RAILWAYS O
F SOUTHERN
AFRICA 150 JA D
ULEZJA Dulez
VIDRAIL
,
y
o
d
ay
an
Locomotives and Trains
RAILWAYS OF SOUTHERN AFRICA 150 YEARS
ISBN 978-0-620-51228-2
Published by Vidrail, Johannesburg December 2012.
R495.00 (postage included) in South Africa;
overseas rates on request.
In Jean Dulez’s incredible book, the captions to most of the nearly 2,000 photos provide exact chapter and verse. However, one of the nine on page 76 speculates this was probably Bay Junction, 3.13km out of Cape Town’s main station on the so-called “avoiding line”. We have a suggestion: the Down main-line at Salt River might just be a more likely contender (clue: Bay Junc didn’t have platforms).
Class MH 2-6-6-2 Mallett of 1915, then the most powerful loco in the world on 1,067mm gauge, but later superseded by several of the smaller Garratts.
Author’s photo of Chinese-built SDD6 at Walvis Bay in 2010, apparently relegated by service reliability to shunting “rather than remove more robust [40-year-old GE] class 33s from essential main-line work”.
34 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
BOOK REVIEW
RAILWAYS OF SOUTHERN AFRICA 150 YEARS - Locomotives and Trains by Jean A Dulez
W W W. R A I LWAYS A N D H A R B O U R S . CO M
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financing to infrastructure development.
To book your space or for more information
contact Barbara Sheat
Tel: +27 72 340 5621
Email: [email protected]
GM94
6_Pr
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nk
I found the title rather odd. The book,
in landscape format, is an indulgent
narrative supported by many eye-catching
photographic records of steam festivals and
Union Limited “Round South Africa” safaris
over much of the past quarter of a century.
In the light of other recent books which
are far more appealing to a broad base of
rail enthusiasts and followers, in my opinion
Cornell’s work is a collectable only for
those who themselves experienced chasing
by road or riding on the local safaris during
the 1990s. Certainly, I can relate to events
I attended personally and memories were
triggered of some memorable occasions
and almost forgotten fi ner details. However,
I suspect this publication may not be greatly
interesting to the sedentary, arm-chair
fraternity. On the upside, the book would
be a memorable keepsake for any gricer
who can identify with the various
vicissitudes of this physically arduous past-
time – inclement weather, the sun behind
a cloud at the critical moment, other folk
suddenly getting in the way of a lined-up
shot et al. I recall plenty of the frustrations
recorded, but only because line-siding
characterised part of my own hobby.
A matt fi nish was chosen for the book and
I must commend Cornell on a range of
excellent photographs – over 140 in total
– though some I felt were reproduced a tad
on the dark side.
The title of the work only comes into its
own, really, in a fi nal chapter, where the
uninspiring state of South African steam
preservation today is summed up: the loss
of Transnet’s Union Limited trainset (the
main focus of the book’s content), the
survival of a handful of the steam locos
in preservation groups across provinces,
the loss of scenic rail routes and fi nally
the enterprising newer kids on the
preservation block such as Atlantic Rail in
Cape Town.
All in all, the appeal of this publication
(which has not escaped the perennial
gremlins of grammatical and proofi ng
errors - and errata) is restricted in my view
to a particularly niche readership at R450
a copy.
STEAMING INTO THE 21ST CENTURY
– PHOTOGRAPHING SOUTH AFRICAN STEAM TRAINS
ISBN 978-0-620-50878-0
Limited edition; 252 pages, 30cm x 22cm, hard cover.
Published by Butler Tanner & Dennis, Frome, Somerset UK.
First printing 2012. R450.
Available by emailing: [email protected]
Transnet Heritage Foundation’s Union Limited tours ventured into neighbouring states such as
Swaziland, Mozambique and Namibia. Here is a tour train pictured in Zimbabwe back in 1992.
Photo: R S Maidment Wilson
36 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
BOOK REVIEW
STEAMING INTO THE 21ST CENTURYPhotographing South African Steam Trainsby John C Cornell Reviewed by John Batwell
You do not have to be the biggest to be THE BEST...
Tel: +27 (041) 581 4400 Fax: +27 (041) 581 4474 E-mail: [email protected] Website: www.sheltam.com127 Villiers Rd Walmer 6070 PO Box 15148 Emerald Hill 6011 Port Elizabeth South Africa
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Karasburg was where, travelling south, we usually unbuttoned one
19D and if going north, attached an extra 4-8-2. This was to cope
with the climbs up to Klein Karas and out of the Fish River valley up
to Keetmans, although those in the southerly direction seemed more
severe. It was good to hear the uneven clatter of two locomotives
working hard, but initially it was an easy downgrade all the way to
Grünau which in 1955 consisted of one hotel and that was about it.
This was for the brave and foolhardy who preferred to travel by car.
Usually, between Grünau and Klein Karas we were called by the
chimes to dinner, so with the scenery becoming rockier and more
interesting as the upheavals of the Karasberge rose in front of
us, and a red Namibian sun sank behind layers of dust, we were
provided with a perfect setting for our repast, and dinner became
a splendid affair to be enjoyed for more reasons than just the
food. Klein Karas, set in amongst tumbled rocky confusion, was a
good place to be at that time of day with the rocks bronzed by the
setting sun and the day’s heat dissipating, the clink and chink of
silver and china in the dining saloon and the murmur of voices. No
one in a hurry, no need to hurry, no good in trying to hurry. That
train wasn’t hurrying anywhere. You either got used to the slow
pace of the train or you gnashed your teeth in futility.
Sundown near Klein Karas: it looked exaggerated in its orange hues.
It wasn’t, they really are like that. Another sandy station with a few
people outside. From the (by now) dusky heights of Klein Karas, it
was a winding downhill run to Holoog, the rumble over its bridge
and its put-putting engine, then a climbing and again a downgrade
run to Seeheim where so often the Lüderitz train waited, panting to
depart through the night to the shores of a cold Atlantic.
We were back in our cosy compartments with our bedding made
up for the night and, apart from our stop here, it was the run to
Keetmanshoop that lay ahead, a town with more than a dozen
lights, with cars and people waiting for the arrival of the “Mail”.
But our train and the 4-8-0 7th class to Lüderitz with its four or
fi ve goods wagons, a balcony coach and a guard’s van, turned the
sleepy hollow of Seeheim from fast asleep to animated splendour,
something once experienced, never forgotten.
We heard the old 7th class give a hoarse whistle and then, without
much ado, it puffed softly on its downgrade trundle to the Fish
River bridge and we listened to its rumbling progress and for a
while, its climb on the way to Feldschuhorn siding for a dawn arrival
in the harbour town of Lüderitzbucht.
In our case, it was a clamber out of the valley for a short while, then
easy progress to Jurgen and then a fi nal dramatic climb between
rocky abutments up to Keetmanshoop and a welcome break, not
only for our loco crew but us passengers too. As you came into
Keetmanshoop off a great right-angled curvature, the full length of
our train could be seen. An all-clerestoried, softly lit picture it was,
with two steam engines whistling mightily for a busy level crossing.
Cars pulled up and stopped and hooted as we drew slowly into the
station yards just a bit further on. The Mail had arrived!
Time for celebration, time to hurry to the station to see new life,
new faces, time not to be bored out of your skull. And perhaps
time too to look into the dining saloon, into others’ compartments,
to join the platform stomping throng and to be part of a crowd,
remembering other railway journeys you had been on.
On our last 50 metres or so into Keetmanshoop’s platform, we
passed the tiny, two-track engine shed where the piercing sound of
escaping steam drew one to the corridor windows to see what lurked
there. We weren’t disappointed. As we scraped past the blackened
corrugated iron shed, we could see through dingy windows the
ancient shape of another class 7, hot and ready to go. Its smokebox
was jutting just outside the entrance and its safeties were off,
causing the deafening sound. Men moved around in the murk inside,
fussing around her, a fl are-lamp glowing against machine and man.
Then it was gravelled platform once more and barrows crunching,
heaped with luggage. And wheels being tap-tapped. And shouts
and a slow drawing to a stop with a squeal. And people everywhere,
running to windows, jumping off the train, doors banging. We also
got off the train at Keetmanshoop. We didn’t lock our compartment
door for fear of our things being stolen. We didn’t have to. We
walked up to the locomotives and were just in time to see the weary
enginemen uncouple and puff off to the sheds. We waited until
only one class 24, almost new still, backed down and coupled up
with a sigh of vacuum. For a while we admired the 2-8-4’s lighted
cab and the shining brasswork, heard the giant kettle sound of her
hot boiler and the whine of her generator, saw her men getting
her ready for the run to Mariental.
Just before we left, just after the fi ve-minute bell had rung, we felt
a nudge from behind. A gentle nudge from the old Cape Government
Railways class 7 which was to push us up the hill, then detach on
the run and roll back down to the little grimy shed. Then, fi ve
minutes later, with more whistling we left Keetmanshoop behind
until it was just the stars and our train and a dark veld and the
clickety-clack of rail joints with a steam exhaust up front to be heard.
1908
1908
1912
UPI N GTO N
WINDHOEK
O C E A N
A T L A N T I C
S O U
T H
km0 50
Fish
K a r a s
A F
R I C
A
NAMIB-NAUKLUFT PARK
K a r a s
N A M I B
..
N A M I B I A
..(Kalkfontein Sud)
19081907
1906
1909
1915
..(Luderitzbucht)
BRUNO MARTIN 4/2013
drooN-mieheeS..
Lowen
Kolm
apoksn
Asbo
naps
Schaka
eppuksl
Bethanien
raahrevd
naS Feldsc
nrohhuh
..Luderitz
Shifting Sand Dunes
Pan
ROOIDN
AR
HUIBHOC
UAETALP-
H
FISH RIVER
PARKCANYON
Ariam
ielvsmoobrekoK
..
KLEI
NKA
EGREBSAR
GRO
OTKA
EGREBSAR
Aroab
Hot Spring
Ai-Ais
Konkiep
Permanent Dunes
Permanent Dunes
Permanent Dunes
GannapanKlippiespan
Swartput se Pan
Hondepan
Rosh Pinah
DIAMOND AREA No.1
Klein
ibKonkiep
Gaap
Black PanUbib
Sand Dunes
Sand Dunes
Gaputzpan
Nakop
Brak
Kudung
Geidum
KumsWolplaas
Gaab
Kainab
KarasburgSatco
KanusGemsvlakte
GrunauGrabwasserSignalberg
Klein-Karas
Gamchab
Bree
Koichab
Gibraltar
Hottentots Bay
Douglas PointMarshall Rocks
Dumfudgeon Rocks
Pomona Island
North Long Island
Diaz Point
Grosse Bucht
Bain's Bay
Albatross Rock
Possession IslandElizabeth Bay
KaukausibGrasplatzRotkop
HaalenbergTsaukaib
Garub
Ausweiche
Aus
Ausnek
Hamab
Nuwefontein
Guibes
BuchholzbrunnGoageb
Simplon
Chameites
GawachabNautedam
Noute
Seeheim JurgenCoenbult
GobasKeetmanshoop
Townlands
Gariganus
Tsawisis
Bogenfels
Baker's BayCape Dernburg
Chameis Bucht
Holoog
Gorges
S O U
T H
A F
R I C
A
N A M I B I A
ROOIDN
AR
HUIBHOC
UAETALP-
H
KLEI
NKA
EGREBSAR
GRO
OTKA
EGREBSAR
O C E A N
A T L A N T I C
Fish
..
..Lowen
Pan
Hot Spring
Konkiep
GannapanKlippiespan
Swartput se Pan
Hondepan
Klein
ibpei
knoK
Gaap
Black PanUbib
Gaputzpan
Brak
Kudung
Geidum
Gaab
Kainab
Gamchab
Bree
KoichabHottentots Bay
Grosse Bucht
Bain's BayElizabeth Bay
KaukausibNautedam
Baker's Bay
Chameis Bucht
1908
1908
1912
19081907
1906
1909
1915
Ai-Ais
UPINGTON
WINDHOEK
km0 50
K a r a s
NAMIB-NAUKLUFT PARK
K a r a s
N A M I B
CBRUNO MARTIN 4/2013
Bethanien
Shifting Sand Dunes
FISH RIVER
PARKCANYON
Aroab
Permanent Dunes
Permanent Dunes
Permanent Dunes
DIAMOND AREA No.1Sand Dunes
Sand Dunes
Gibraltar
Douglas PointMarshall Rocks
Dumfudgeon Rocks
Pomona Island
North Long Island
Diaz Point
Albatross Rock
Possession Island
Bogenfels
Cape Dernburg
..(Kalkfontein Sud)
..(Luderitzbucht)drooN-mieheeSKo
lma
poksnAsbo
naps
Schaka
eppuksl
raahrevd
naS Feldsc
nrohhuh
..Luderitz
Ariam
ielvsmoobrekoK
..
Rosh Pinah NakopKums
WolplaasKarasburgSatco
KanusGemsvlakte
GrunauGrabwasserSignalberg
Klein-Karas
GrasplatzRotkop
HaalenbergTsaukaib
Garub
Ausweiche
Aus
Ausnek
Hamab
Nuwefontein
Guibes
BuchholzbrunnGoageb
Simplon
Chameites
Gawachab
Noute
Seeheim JurgenCoenbult
GobasKeetmanshoop
Townlands
Gariganus
Tsawisis
Holoog
Gorges
Map
by B
run
o M
artin
.
– Pierre de Wet38 Railways Africa Issue 2 // 2013 www.railwaysafrica.com
END OF THE LINE
NAMIBIAN INTERLUDEKARASBURG TO KEETMANSHOOP IN THE FIFTIES
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