Railways Africa November 2011

ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT

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SCAW METALSGROUP

SPECIALIST CASTINGS FOR THE RAILROAD INDUSTRYSPECIALIST CASTINGS FOR THE RAILROAD INDUSTRY

Tel: +27 11 842-9303 • Fax: +27 11 842-9710Website: www.scaw.co.za

The Scaw Metals Group (Scaw) is an international group, manufacturing a diverse range of steel products. Its principaloperations are located in South Africa, South America, Canada and Australia. Smaller operations are in Namibia,Zimbabwe and Zambia. Scaw’s specialist castings for the railroad industry include bogies used in freight cars,locomotives and passenger cars. Other products manufactured include:

Freight car castings:• Side Frames • Bolsters• Yokes • Cast steel monobloc wheels• Draw-gear components• Centre plates

Cast steel frames for locomotives:• Steerable locomotive frames• Mounting for electrical parking brakes and brakehangers• Traction motor end shields and suspension tubes in cast

steel, manufactured to customer requirements

Passenger car castings:• High speed, high stability radial axle bogies for motored

and unmotored passenger vehicles• Self steering bogies• Fully machined frames ready for assembly into bogies,

including the fitting of bushings and wear plates• Integrally cast brake hanger brackets and mounting

for auxiliary equipment

Scaw has produced castings for the railroad industry since 1921and is a technological leader in this field and has participated in thedevelopment of unique designs such as the cast adaptor sub-frameassembly used in the “Scheffel” radial axle truck.

Scaw manufactures castings under licence to various licensors, butis an open foundry with the capability to undertake work accordingto individual customer requirements. The company has producedthousands of sets of steel castings for freight cars for both the localand export markets. These include side frames and bolsters thathave been approved by the Association of American Railroads foruse on North American railroads.

Scaw supplies globally and also offers nationwide distributionin South Africa through its strategically located branchesthroughout the country.

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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.

3November 2011 Railways Africa www.railwaysafrica.com

BARBARA SHEATPublisher / Railways Africa

PUBLISHERBarbara Sheat

EDITOR Rollo Dickson

DESIGN & LAYOUTGrazia Muto

ADVERTISINGKim Bevan

SUBSCRIPTIONS Kim Bevan

CONTRIBUTORSAshley Peter

Bruno Martin

Eugene Armer

Jacque Wepener

John Batwell

Martin Welzel

Peter Bagshawe

ISSN 1029 - 2756

Rail Link Communications ccPO Box 4794 Randburg 2125

Tel: +27 87 940 9278

E-mail: [email protected]

Twitter: railwaysafrica

Website: www.railwaysafrica.com

ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | COMMENT

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As Passenger Rail Agency of South Africa

(Prasa) CEO Lucky Montana emphasises

time and again - you can’t go on renovating

rolling stock indefi nitely. It isn’t just

a question of replacing components

(assuming components are still obtainable).

Metrorail’s current fl eet, he points out, is

based on outdated technology.

If we in publishing were in a similar boat,

we should still be putting magazines

together with galley proofs, scissors and

Stephen’s glue. It was Stephen’s wasn’t it?

Those bottles that bulged at the bottom, so

they didn’t fall over when you looked the

other way, and the chisel-shaped rubber

cap at the top with a slit? Simplicity itself

to use and one didn’t get glue all over

one’s clothes and the rest of the world.

(Stephen’s certainly did the ink. There were

adverts for it on every suburban station…..

But I digress.)

Electronic publishing has speeded up

production unimaginably; we wouldn’t want

to go back 50 years, that’s for sure. This

doesn’t mean there aren’t - and won’t be

- better ways of doing things. Sometimes

it’s a good idea to try other methods and

means. And sometimes old ways turn out

not so badly after all. In fact, discontinuing

our printed magazine might just have been

a tiny bit premature. To be sure, the on-line

version has been well received. Be that as it

may, a careful look back suggests the best

days of our lives were the months when the

two ran parallel – printed and on-line, both

together.

As they are going to do again from February,

our fi rst issue in 2012. See you then.

We offer proven rail products with strong after sales service and support in the key markets of:

Our locally manufactured and assembled product offerings are further enhanced by reliably engineered

products supplied through strategic alliances with leading international and locally based Original G

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5November 2011 Railways Africa www.railwaysafrica.com

DRC Train Problems 18

Lesotho Rail Initiative 20

New TFR Route Through Swaziland 24

Africa Update

RAILWAYS AFRICA / CONTENTS

ContentsContents

PLASSERAILDynamic Track Stabilising 6

Features 6

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36

www.railwaysafrica.com

Signalling at Ngqura 30

PRASA Fleet Renewal 40

From Rhodesfi eld, Gautrain still only goes West 41

SA Rail News

Umgeni Steam Railway (USR), KwaZulu-Natal 42

Sanrasm, Krugersdorp 43

Railway Heritage

of the ballast stone and an uncontrolled re-arrangement of the

ballast stones.

Figure 1 illustrates that the ballast structure has reduced volume

but the gridlines have not changed their angle. The ballast stones

have not rearranged themselves against one another. They were

simply crushed into a new confi guration.

Graphically this high initial settlement can be seen in Figure 2

which shows the track settlement in millimetres (vertical axis)

against the traffi c in million gross tons (horizontal axis).

This period of high initial settlement is clearly visible during the

fi rst 100,000 tons of traffi c. The track has now reached 70 to 80%

of its original resistance. During this period speed restrictions

are imposed due to the reduced lateral resistance of the track. This

process of compacting the track by the weight of passing trains at

a reduced speed has a considerable impact on train operations.

1. INTRODUCTIONThere is hardly any other track laying and track maintenance action

that has been as intensively investigated by railways and research

institutes as dynamic stabilisation.

The fi ndings from these extensive tests have contributed towards

optimisation of this process. By drawing on these tests this

document will discuss the theory of dynamic track stabilisation.

2. UNEVEN TRACK SETTLEMENT AFTER MAINTENANCE

After months of ballast consolidation by passing trains, the

track panel is anchored in the ballast bed by high resistance to

displacement.

However, horizontal and vertical deviations from the desired

geometry develop over a period of time and cyclic maintenance

tamping or ballast cleaning is required to restore the designed

track geometry and the ballast resilience.

During the ballast cleaning process the fi nes are removed from

the ballast and if required new ballast is added. This process

dramatically increases the void spaces between the ballast stones

through the entire depth of the ballast bed.

During the tamping process the sleeper is lifted and aligned. This

creates a void below the sleeper and at the sleeper head. The

tamping tines compact the ballast in the void below the sleeper

whereas the void at the sleeper head can only be fi lled by ballast

under gravity. The tamping process disturbs the ballast bed and

increases the total volume of void spaces between the ballast

stones below the sleeper and at the sleeper head.

Some of the ballast stones will now lie in an unstable position with

only their corners and edges touching due to the greater void space.

Therefore, the ability of the track to resist forces exerted upon it

directly after these maintenance activities is greatly reduced.

Subjecting the track to traffi c at normal speed can therefore

have a detrimental effect in terms of settlement and stability. To

overcome this, the customary practice after maintenance has

been to let trains compact the track bed with their weight when

passing at restricted speed for a period of time. In other words,

speed restrictions are imposed.

The load from trains will cause very high pressure on the ballast

edges and corners, resulting in high initial crushing and abrasion

The previous articles focused on tamping to correct the geometry of the track. Tamping is the most frequent

of all track maintenance activities and also one of the most important in ensuring the reliability, availability,

maintainability, affordability and safety of the line. However, any ballast maintenance disturbs the track’s

stability. By dynamically stabilising the track directly following ballast maintenance, stability of the track and

resistance against lateral displacement can be regained to the point where the track can be immediately reopened

at normal track speed, saving time and money. Dynamic stabilisation has also proved to extend the tamping cycle.

Figure 1: High initial crushing of the ballast after ballast maintenance,

caused by traffi c.

Figure 2: Track settlement in relation to train loads.

6 Railways Africa November 2011 www.railwaysafrica.com

PLASSERAIL

DYNAMIC TRACK STABILISING

PERFORMANCE

Your Specialist Partner ForMechanised RailwayTrack Maintenance

& ConstructionMachinery

Plasser South Africa (PTY) Ltd

20 Lautre Rd, Stormill, Roodepoort; P O Box 103 Maraisburg, 1700

Tel: (011) 761-2400 Telefax: (011) 474-3582 email: [email protected]

This is illustrated once again by the ballast arrangement with a

grid drawn over it, in Figure 5. The fi gure shows how the ballast

stones change their orientation, one to the other. This is illustrated

by the change in the angle of the gridlines of the stones.

The controlled settlement with dynamic stabilisation achieves

a relative force-free rearrangement of the ballast stones; only

around 30% of the forces occurring due to traffi c loading being

transmitted. The ballast is therefore not unduly stressed and

this reduces the abrasion and crushing of ballast during the initial

high settlement under traffi c.

The voids between the ballast stones are now reduced and instead

of individual contact points the ballast stones have a larger

number of contact surfaces. The settlement is homogeneous

over the length of the dynamically stabilised track which would

otherwise have occurred unevenly under traffi c loading.

4. THE EFFECT OF DYNAMIC STABILISATION

4.1 The Effect of Stabilisation on Track SettlementThe dynamic track stabilising machine attains within seconds

the same settlement which the train loads achieve in days.

When a dynamically stabilised track is compared to a non-stabilised

track on the same graph, (see Figure 6), it clearly shows how the

high initial settlement has been removed by stabilisation.

In this example a settlement of 12mm was achieved with dynamic

stabilisation which is equivalent to approximately 140,000 gross

ton traffi c.

In addition, within 72 hours of ballast cleaning, the tamping machine

must return and retamp, in order to correct the high and uneven

settlement that would have occurred. This increases the total cost

of maintenance and is disruptive to train operations.

In 1974/5 Plasser & Theurer developed the dynamic track stabilising

machine with the aim of avoiding these problems associated with

ballast maintenance.

3. CONTROLLED SETTLEMENT WITH DYNAMIC TRACK STABILISING

The dynamic stabilising machine is introduced directly behind

the tamping machine after ballast maintenance such as tamping,

ballast cleaning or track renewal.

This is an on-track machine which consists of two hydraulically-

driven, vibratory stabilising units located under the stabilising

vehicle between the axles. It sets the track in horizontal oscillation

directed crosswise/laterally to the track while at the same time

applying a static vertical load. See Figure 4.

The liquefaction (fl uidisation) induced by the vibration together with

the static vertical load causes the ballast stones to settle closer

together in a more homogeneous and compact grouping in the

entire ballast bed.

Figure 3: The PTS90 dynamic track stabilising machine.

Figure 4: The stabiliser applies a horizontal vibration with static

vertical load.

Figure 5: Homogeneous settlement made possible by the fl uidisation

induced by vibration.

Figure 6: Track settlement in relation to train loads.


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4.2 The Effect of Stabilisation on Tamping CyclesThe Spoornet Track Testing Centre did extensive testing and

evaluation on the effect of dynamic stabilising on the settlement

and cant retention of curved track on the coal line.

For comparison purposes of tamping alone versus tamping and

stabilising of curves, eight curves were selected for fi eld tests. All

the curves were grouped in pairs, one being stabilised at the start

of the test and the other not.

Each of the groups of test curves mentioned is characterised by its

homogeneity with respect to ballast thickness and fouling, geology,

track stiffness and geometric features.

One of the observations during the testing was the effect of

stabilisation on the cant deterioration of the curve. The high

percentage of cant loss on the non-stabilised curves can be seen

clearly from the table in Figure 7.

A specifi c “amount of settlement” can not be insisted upon since

the amount of settlement depends upon a number of factors

including:

• Height of the preceding lift by the tamping machine.

During normal maintenance work the degree of settlement

introduced by the stabiliser is usually around 10–15mm

after a maintenance lift of 25mm. The maximum settlement

that can be achieved on new lines or ballast-cleaned lines

is around 25mm. To achieve this, tamping and dynamic

stabilising is done in layers of approximately 100mm.

• The thickness of the ballast bed. Smaller settlements can

be expected on thinner ballast profi les.

• Size and grading of the ballast stones.

• Degree of contamination of the ballast bed. Very

contaminated ballast will have lower settlements. Very fi ne

contaminants and moisture in the ballast can however act

as a lubricant to enhance the movement and re-orientation

of the ballast, resulting in higher settlements.

• Condition of the other permanent way material and

components. Experience has shown that the effectiveness

of stabilisation is markedly reduced on track with loose

fastenings or worn baseplates. Loose fastening prevents the

transmission of vibrations from the rail to the sleeper, so

preventing a state of liquefaction.

The repeated runs of the dynamic track stabilising machine

immediately following one another brings no noticeable improved

consolidation compared to a single pass only. Figure 7: Cant loss comparison.

Test no.

Curve no.

Cant before maintenance

(mm)

Cant after maintenance

(mm)

Cant after 50 MGT

(mm)

Loss of cant(%)

N1* 75 18.6 20.6 19.7 45%

N2 79 14.7 18.6 16.1 64%

N3* 77 18.8 21.1 20.5 28%

N4 76 17.5 21 17.9 89%

S1* 188 8.3 20.6 15.9 38%

S2 159 8.8 9.9 8.7 110%

S3* 195 28.2 37.8 36.2 17%

S4 193 9.8 11.2 9.9 96%

*Stabilised curveSource - RTR 4 (1997), P J Gräbe, J S Maree


PLASSERAIL

4.3 The Effect of Stabilisation on Track StrengthTrack strength refers to the track’s resistance to lateral

displacement. If the lateral force caused by trains and or thermal

stress exceeds the track’s resistance to lateral displacement,

a speed restriction must be imposed so that operating safety is

guaranteed at all times.

Several methods of measuring track strength have been

developed by different railway administrations. These include –

• the single-sleeper displacement method, and

• the “07” method

After 50 MGT (approximately 6 months) the stabilised curves have

lost only 30% on average of the given cant whereas the unstabilised

test curves have lost nearly all of the cant (90 % on average).

From the fi eld tests it was noted that none of the test curves

required tamping after 50 MGT (6 months), which is the normal

tamping cycle on the coal line. These conclusions were drawn

based on the track roughness as well as the cant of each curve

at the time.

Due to the higher initial quality of using dynamic stabilisation the

required tamping intervention interval improved from 50 MGT to

115 MGT confi rmed by the development of a ballast tamping model.

This model shows, on a graph, the track roughness or standard

deviation of the parameter vertical alignment (top) as measured by

the IM2000 Infrastructure Measuring Vehicle on the vertical axis

and the traffi c in MGT on the horizontal axis.

By combining engineering inputs with track experience, a standard

deviation for top of approximately 1.6mm was found to be the

maximum allowable roughness before tamping intervention must

take place.

Consecutive standard deviations for a homogeneous section

of track are plotted against increasing traffi c (MGT). A suitable

mathematical trend is made through the available data to

determine the deterioration function. The function is computed

for future traffi c and the expected time for maintenance is

calculated where the predicted deterioration intersects the

intervention level.

Figure 8: Ballast tamping model.

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This improvement of track stability after stabilisation can be

attributed to the rise in the sum of contact surfaces between

sleepers and ballast stone interfaces.

5. CONCLUSIONThe aim of all track maintenance must be to place the track in the

geometrically correct position at the highest initial quality and to

conserve this state for a longer period of time.

Stabilising does not in itself improve the geometry of the track.

It consolidates the ballast to improve the retention of the track

geometry, thus extending the period between maintenance

interventions. It also increases the stability of the track which has

the following advantages:

• The safety to traffi c is considerably increased.

• The higher stability of the ballast bed will allow the maximum

line speed immediately after maintenance.

• The need for follow-up tamping after initial consolidation of

the ballast is avoided.

• By avoiding temporary speed restrictions the reliability of the

rail service is improved.

4.3.1 The Single-sleeper Displacement MethodThis method was used by Franz Plasser research department

in collaboration with the German Railways. Single sleepers are

disconnected from the rails and laterally shifted by applying a

hydraulic force.

The graph in Figure 10 shows the hydraulic force required to shift

the sleeper (measured in kN) on the vertical axes (which is equal

to the lateral resistance of the track) and the displacement in

millimetres on the horizontal axes.

For an equal shift of 2mm after tamping a force of 7.8kN per single

sleeper was necessary (100%), while before tamping a force of

13.9kN (180%) had to be applied.

After stabilising with a dynamic stabiliser a force of 10.5kN (136%)

was required – an improvement of 36% on tamping alone.

4.3.2 The “07” MethodThe Netherlands Railways measured lateral resistance using a

tamping machine on timber sleepers. By using a special hydraulic

circuit, the track was vertically loaded with 12 tons. The force

necessary to slew the track was measured at the lining cylinders

and the displacement against the lining cord.

Similar to the lateral displacement method the graph (Figure

12) shows approximately half of the lateral resistance to be

recuperated after stabilisation.

Figure 9: Single sleeper displacement method.

Figure 10: Force required displacing the sleeper 2mm.

Figure 12: Force required to displace the sleeper.

Figure 11: The “07” method.


PLASSERAIL

In the next article, ballast management using ballast regulating machines will be addressed. If one considers that ballast costs in excess of R150 per cubic metre, that there is between 1,200 and 1,600 cubic metres of ballast per kilometre and that ballast is “consumed” at approximately 3% per annum, the signifi cance of proper ballast management is very apparent.

REFERENCES:

1. British Railways (BR) Report– Research Derby sectional note no 378, 10 March 1977

2. FERGUSON H – British Rail looks to business motive. New Civil Engineer, 8 October 1987

3. FORTIN J P – Dynamic stabilisation to follow track renewals. International Railway Journal, September 1978

4. FRANZ PLASSER RESEARCH & TESTING DEPARTMENT – DGS The dynamic track stabiliser, principles, tests and operating results. Issue 1991

5. GLAWISCHNIG W & RIESSBERGER K – Dynamic track stabiliser – strength through vibrations. Internationales verkwhrswesen, 1/79

6. GRÄBE P J & MAREE J S – Use of a dynamic track stabiliser to improve track maintenance and optimisation of track tamping. RTR 4, 1997

7. HERING H – Application and testing of the dynamic track stabiliser on new lines. Rail Engineering International. Edition 1989, no 2

8. LI D, COOKE J & SHUST B – The effect of track maintenance on lateral strength – AAR research, test & development report. Railway track and

structures, August 1997

9. LICHTBERGER B – The homogenisation and stabilisation of the ballast bed. Rail Engineering International. Edition 1993 no 1

10. Nederlandse Spoorwegen (NS) Report no Abt 8e, November 1976

11. PETTY J – 60 ton giant gives slow Sunday trains a shake-up. The Daily Telegraph, 14 March 1988

12. PLASSER & THEURER – Technical description of the dynamic track stabiliser DGS 42 N

13. PLASSER & THEURER – The technology of dynamic track stabilisation (brochures, videos and reports)

14. PLASSER AMERICAN – PTS-90, Dynamic track stabiliser. 18 January 1999

15. RIESSBERGER K – Towards a more stable bed. Railway Gazette, March 1977

16. RIESSBERGER K & WENTY R – Track quality, key to load bearing capacity and effi cient maintenance. IHHA Conference 1993

17. SARI G – The infl uence of the dynamic track stabiliser on track geometry. Transport International. no 1 June 1981

18. SCHUBERT E – Contribution to the stabilisation of track geometry.

19. Société Nationale des Chemins de fer Français (SNCF - the French national railway) Report no R 3260-76-06


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DEMOCRATIC REPUBLIC OF CONGO (DRC)DRC TRAIN PROBLEMSAccording to a recent BBC programme, the Democratic Republic

of Congo (DRC) – twelfth largest country in the world - covers

2,344,858km2. Fourth most populated state in Africa, “It has more

than 70% of the world’s coltan, used to make vital components

of mobile phones, 30% of the planet’s diamond reserves and vast

deposits of cobalt, copper and bauxite.” The capital Kinshasa is

home to more than 8 million.

Rail routes total 3,641km offi cially but almost nothing is running.

When it does, journeys that should take hours run into days and

derailments are endemic. Current hopes centre on World Bank

assistance to restore the badly run-down infrastructure.

KENYAKENYA RAILWAY MUSEUMAdapted from:http://anthonyajuma.articlesbase.com/destinations-articles/

the-major-tourists-attraction-in-nairobikenyaeast-africa-

region-4218511.html#ixzz1YtOSXoYB

Among important tourist attractions In Nairobi is the Kenya

Railways Museum, situated in an old building at the north-west end

of the station, along Uhuru Highway. Established in 1917 by the

then East African Railways and Harbours Corporation, it safeguards

and exhibits remnants and records of the railways of East Africa

from their date of establishment to the present day.

The displays include an impressive collection of steam locomotives

and rolling stock, as well as smaller exhibits and models. Apart from

trains and ship models, the carriage used during the hunt for the

“man-eater of Kima” in 1900 is exhibited in the yard. Photographs

depict the construction of the original Uganda Railway, and there

are also maps, drawings and railway magazines.

The museum is still connected to the operating railway, permitting

access to the main-line for steam-hauled tours.

Walking Tour Kibera“This is a social tourism mission intended to increase consciousness

about the Kibera slums in Kenya. The Kibera slum is the most highly

populated informal settlement in East Africa, accommodating

about one third of Nairobi’s population. The walking tour of Kibera

offers safe walking tours for the open-minded traveller and all

its profi ts benefi t the community by providing employment and

supporting local development. This tour is for any one who would

like to experience the hardships of slum life in Kenya. It is located

5km from the [Nairobi} city centre and is the second largest slum in

sub-Sahara Africa, second to Soweto slums in South Africa.”

[One is not at all sure that residents would appreciate Soweto being

described as the largest slum in Africa. – Editor: Railways Africa.]

PRIVATE SECTOR TO RUN NAIROBI TRANSPORTAccording to Business Daily (published in Nairobi), quoting Kenyan

transport minister Amos Kimunya, the government is to build the

planned 167km urban road and rail system in Nairobi, leaving

private companies to manage the services. Investors will be invited

to provide rolling stock such as trains and high-capacity buses in

N

0 500 Kilometres

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CENTR AL AFRIC AN REPUBLIC

DEMOCR ATIC REPUBLIC

OF CONGO (DRC )

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GABON

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CONGO

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ZAMBIA

ANGOLA

Bondo

Bumba

Ilebo

Matadi

600mm Gauge

1,067mm Gauge

KINSHASA

Kananga

Kindu

Kabalo

KaminaMutshatsha

Lubumbashi

Tenke

Sakania

To Lusaka

To Lobito

Dilolo

Kalemie

Titule

Mungbere

AkauKom

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Ex-South African 1,975hp class 32 loco photographed in the DRC by Martin

Welzel in 1991. GE U18C1 type, 1-Co-Co-1, dating from 1959.

NAIROBI

Voi

Mombasa

Lamu

Nakuru

Kampala Malaba

EntebbeKisumu

Mwanza

100 200 400km

TANZANIA

UGANDA

SUDAN ETHIOPIA

KENYA

SOM

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AFRICA UPDATEAFRICA UPDATE

AFRICA UPDATE

in our national power grid. We don’t want to deny other sectors

growth by taking all the power to trains,’ the minister explains.

“Phase One of the MRTS project would cover the corridors along

Thika Road I, Juja Road, Jogoo Road, Ngong Road 1, Limuru Road

and Mombasa Road comprising 50.18km of elevated rail lines and

40.42km of road.

“The second phase covers Outer Ring Road, Thika II, Waiyaki Way,

Ngong Road II, Thika Road III and Lang’ata Road. The rail and

road network in this phase would total 35.04km and 41.44km

respectively. Consult Engineering and APEC Limited estimate the

MRTS project would cost about Sh409 billion to implement though

the budget could be varied once the design is complete. Some of

the highways covered by this project may be upgraded to between

four and eight lanes, the consultants said.”

LESOTHOLESOTHO RAIL INITIATIVEMembers of the Southern African Railway Association (Sara)

represent each of the region’s railways. The government of

Lesotho, which has no railway, is to send observers to all future

meetings of the association, which has agreed to support the

small landlocked country in its endeavour to build a rail system

for itself. An existing Transnet branch does enter Lesotho but

continues for only 2km to Maseru, and no other points are

served. Sara executive Gideon Mahlalela, who is CEO of Swaziland

Railway, told FTW that his country would give Lesotho the benefi t

of its rail experience.

terms of the Nairobi Metropolitan Mass Rapid Transport System

(MRTS), set to start in 2012.

“The grid will link the city centre with key neighbouring towns and

municipalities such as Kikuyu, Thika, Ruiru, Athi River, Kitengela,

Machakos, Limuru and Kajiado. A feasibility study by Consult

Engineering Services of India and its Kenyan partner APEC Limited

showed the project would cover nine road corridors including

the Nairobi Railway Station (NRS)-Ruiru-Thika, NRS-Juja Road-

Kangundo, NRS-Jomo Kenyatta Airport-Athi River, NRS-Langata

Road-Karen and NRS-Upper Hill-Ngong.

“The Nairobi railway station area, including the yards, has been

proposed for the construction of a 24-storey central hub terminal

for the transport system where all lines would originate or

terminate. A blueprint presented to the government showed the

road network would be serviced by an exclusive rapid bus system,

complete with special feeder services.

“The special bus routes will run alongside the normal highways

except within the central business district (CBD) where the system

would be elevated. An estimated 378 buses would be required to

operate this exclusive service by 2015.

“The rail network is proposed on an elevated platform with a total

of 76 stations and fi ve maintenance depots.

“Diesel-powered trains will be used initially. ‘For a start we will

stick to diesel-powered trains until we sort out capacity issues


AFRICA UPDATE

International Railway

Industry Standard

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improved customer support, improved product quality from suppliers – simply, improved business management across the

entire supply chain. | www.knorr-bremse.com |

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laser cutting, bending, forging and the fabrication of carbon and stainless steel alloys.

ROLLING STOCK EQUIPMENT BUSINESS


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export of its products to countries in the Economic Community of

West African States (Ecowas).

Adesokan said the Dangote group had invested heavily on haulage

with the purchase of over 2,000 trucks to distribute cement to the

various depots in the country. “This is our own corporate social

responsibility initiative and no other company has done this.”

BIG BLDGS IN WAY OF ABUJA LRTResponding to questions during a tour of work on the Abuja light

rail project, Chairman of the Nigerian Society of Engineers (NSE

- Abuja Chapter) Joseph Olatunde Akinteye called for the “quick

demolition” of structures illegally erected on the land. Apparently

these include the NNPC Mega Filling Station, Danzali Plaza and “a

host of other structures” in the central business district of Abuja.

Akinteye demanded strong punitive action against offi cials of the

Federal Capital Territory (FCT) Administration for “deliberately

upsetting the Abuja master plan” through allocating land for these

projects.

He pointed out that the action of these “unpatriotic persons”

cost innocent Nigerians who had been wrongly allotted such land,

“colossal fi nancial loss.”

SIERRA LEONECHINESE COMPANY’S PROBLEMS IN SIERRA LEONEThe China Railway Seventh Group (CRSG), currently constructing

infrastructure for the government of Sierra Leone, faces problems

with existing services that were supposed to be removed in advance

of the work, which is now falling behind schedule. According to

the Concord Times (published in the capital, Freetown), utility

companies involved include the Guma Valley Water Company

(GVWC), the National Power Authority (NPA) and Sierratel.

Project coordinator for CRSG Liu Fei was quoted saying “We have

long informed these companies to remove their existing pipes

and cables where the work is being done but to no avail. The snail

pace at which construction is moving is not our own making. We

have everything in place to complete the job within the shortest

possible time but the utility companies are not helping matters.

We have informed them long before now to have their existing

pipes and cables removed but that is yet to be adhered to. Every

MOZAMBIQUENACALA PORT AND RAILWAYBrazil’s Vale mining company intends to double production of its

Moatize coal mine to 22 million tons a year at a cost of $US6 billion.

Limited exports began in June 2011, using the Sena line to the coal

terminal at the port of Beira, but even when upgrading is fi nally

complete, capacity on this route is unlikely to exceed about 6mta.

To increase output, a new rail link of about 100km is to be built

east of Moatize into Malawi, to join the existing railway that runs

from there to the northern Mozambique deep-water port of Nacala.

Vale sales and marketing manager Marcelo Mattos is quoted

saying that this corridor would be able to move 18mta.

NIGERIACEMENT BY RAIL IN NIGERIAAccording to Nigerian minister of transport Senator Idris Umar,

collaboration between the management of Nigeria Railway

Corporation (NRC) and Lafarge Cement Wapco to haul its product

will help meet growing demands for cement across the nation and

reduce road damage caused by heavy-duty trucks. His speech was

read by NRC chairman Ladan Shuni who represented the minister

at the inauguration of the new Lafarge cement freight train service

at its plant in Ewekoro, Ogun State. It was disclosed that railage

of cement to major cities in the country is to start within the next

few weeks with a total carrying capacity of 2,700 metric tonnes

weekly, equivalent to 25 trucks on the road.

NRC managing director Adeseyi Sijuwade used the opportunity to

announce that 20 tankcars are to be delivered to the railway from

the Peoples Republic of China during October, to improve capacity

for moving petroleum products.

DANGOTE GROUP PLANS RAIL CONNECTIONS IN NIGERIA Dangote Cement Terminal managing director in Lagos Akin

Adesokan is quoted saying the group intends to construct lines

connecting all its cement factories to the Nigerian national rail

system, to reduce the cost of transporting its products. Dangote

envisages establishing an international freight system to boost the

ZIMBABW

E

MOZAMBIQUEMALA

WI

ZAMBIA

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

Gautrain Turnout Assembly

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www.voestalpine.com/vaesa

contributions. Of the 100% revenue generated by the company,

67% of the total goes into salaries with the reminder going into

fuel procurements to sustain the company’s operations, leaving

the company unable to meet debt obligations to various creditors,

which threatens its existence.”

The lack of sustainable recapitalisation of Tazara has led to

the company’s haulage capacity declining from a capacity of

1.2m tonnes during 1986/1987 to a “paltry” 383,055 tonnes

in 2008/2009 although there has been a slight improvement to

522,966 tonnes in 2009/2010 and 533,964 tonnes in 2010/2011.

Tazara has appealed to all unionised staff to resume work

immediately and be assured that everything possible is being done

to ensure that issues raised are speedily addressed, “if they are

within management ability.”

In the words of a contemporary press report: “the predicament at

Tazara is despite the concerted efforts and constant injection of

capital by China - in excess of $40 million since 2010. Tazara is

key to Zambia’s mining industry as companies in the sector rely

on its for exports of copper-related products to Europe and other

markets beyond Africa through the Dar es salaam port in Tanzania

after railage over 1,860km from Kapiri Mposhi in Zambia.”

ZAMBIARAILWAY SYSTEMS OF ZAMBIA (RSZ) INVESTMENTAccording to Railway Systems of Zambia (RSZ) chief executive

offi cer Benjamin Even, the company’s investment in Zambia

since 2004 has reached about $US50 million. “Our investment is

continuing as planned and if new policies are implemented, the

pace of investments will be increased,” he says. “The rail sector

in Zambia has been facing some major challenges for some time.

The government of Zambia must honour the concession agreement

for the sake of the Zambian economy and RSZ employees, and

should support our sector with implementation of transport

policies which will make the railways more competitive in order to

shift traffi c from road to rail. These are mainly refl ected in the road

levy refunds, support towards security and road regulations to be

enforced such as weight limitations and toll gates,” Even says.

The company is facing challenges “such as huge outstanding

debts from neighbouring countries’ railways which are estimated

at $6 million and about $5 million of road levy paid which has

never been refunded.” Vandalism, he says, “has continued to

haunt the company. Addressing such matters will benefi t us all as

opposed to creating a wrong impression in the public which could

Wednesday, we hold meetings with these utility companies to fi nd

a way forward. But the companies are saying they don’t have the

resources and materials to have their properties removed”.

SWAZILANDNEW TFR ROUTE THROUGH SWAZILANDThe envisaged new line into Swaziland from Lothair, currently

the endpoint of a branch from Ermelo in South Africa’s

Mpumalanga, would assist Transnet Freight Rail (TFR) by providing

an alternative route for general freight between Ermelo and

Richards Bay. A feasibility study is in progress. An environmental-

impact assessment (EIA) will begin once the feasibility study is

completed. Line construction will be the next step after that,

probably in about 18 months’ time, and this is expected to take three

to four years. The diversion would have the effect of increasing coal

capacity on the heavy-haul line to Richard’s Bay. At present this

falls short of that available at the coal terminal by a considerable

margin.

TAZARATAZARA TROUBLES SPELLED OUTThe Tanzania Zambia Railway Authority (Tazara), a joint venture

between the two countries, urgently needs about $US770 million to

sustain its operations and meet freight and passenger requirements.

The prolonged strike by more than 2,000 workers over improved

conditions of service and wages has severely hampered operations.

Tazara managing director Dr Akashambatwa Mbikusita says the

government of Zambia should consider allocating funding “in the

fuller context of appreciating that Tazara is critical for the survival

of the Zambian economy.” It is envisaged that Tazara would further

be able to source investment capital from lending institutions.

Tazara, Mbikusita says, “needs to redress the abnormal situation

under which authorised share capital is less than capital

MO

ZA

MB

IQU

EREPUBLIC OF

SOUTH AFRICA

PIGGS PEAK

MANANGA

TSHANENI

MHLUME MHLUME

SIMUNYE

MILL

MLAWULA

SITEKI

MANZINI

LUBHUKU

PHUZUMOYA

SIDVOKODVO

MATSAPHA

SIPHOCO

MALOYO

MGWILI

KADAKE Hhohho

Lubombo

Shiselweni

HLATIKULUBIG BEND

NTSOKO

LAVUMISA

to Lothair

MPAKA

EHLANEMBABANE

SWAZILAND

Kilometres

0 10 20 30 40 50

N

Ifakara station on the Tanzania-Zambia Railway (Tazara).

Photo: Manuel Hetzel.


AFRICA UPDATE

Specialists and leading supplier of maintenance, repair, upgrade and manufacturing services in Southern Africa

for AC, DC and diesel-electric units.

LOCOMOTIVE BUSINESS


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Niamey and Burkina Faso’s Ouagadougou, from where an existing

line continues back to the coast.

According to a joint statement released in Niger, “A roadmap will

be drawn up soon in order to secure fi nancing for this important

regional economic integration project and allow for construction to

begin in 2014.”

lead to major risk for this concession; this was observed in other

railway concessions and companies which have failed recently in

the region.”

Even adds, “money is not easy to come by but is a direct result of

hard work and responsibility of each and every employee of the

company towards its targets, assets and image. We all want more,

but without this, it will never come. Our role is to work hard and plan

while the government should support us with the right policies.”

Referring to media reports about sub-contracted employees in

Ndola, Even and the union president clarifi ed that these are not

employees of RSZ. They were engaged by a contractor working for

the company. “For the record, internal investigation has revealed

that contrary to the report, this contractor is paid well above

the government stipulated minimum wage per employee on a

monthly basis. Invoices and payments could be presented to

the relevant authorities upon request. It is only a pity that some

individuals are taking advantage of the current political situation

for various reasons,” Even says.

WEST AFRICARAILWAY TO LINK WEST AFRICAN STATES On 31 November 2011, Niger, Côte d’Ivoire, Benin and Burkina

Faso agreed to a 2,700km new rail construction project to link the

four countries. Two of the region’s main ports – Cotonou in Benin

and Abidjan in Côte d’Ivoire – are to be the endpoints, with rails

running the full length of Benin, continuing through Niger’s capital

Sales and rentals of locomotives, trackmobiles and other rolling stock.Repair/reconditioning of locomotives, trackmobiles and other rolling stock in our Pretoria West based workshop and on site.Repair/reconditioning of all locomotive and other rolling stock equipment (engines, bogies, turbo chargers, air and vacuum brake valves and auxiliaries, compressors and exhausters, couplers and draft gears etc.)Service exchange components for most major items on present day locomotives, which include traction motors, bogies, power packs, expressors and main generators etc.A full range of spare parts for locomotives and rail wagons, most of which are available off the shelf.Sales and rentals of electrical, mechanical and air jacking systems for the lifting of locomotives and rail wagons etc, on site.Operation and control of entire rail systems ranging from the maintenance of customers own locomotives and rolling stock to the control and transport of their products and the maintenance of their railway tracks and switch/signalling systems.

SPECIALIZING IN THE RAILROAD INDUSTRY

OPERATIONS &

WORKSHOP

No1 Frikkie Meyer RoadPretoria WestGautengRepublic of South Africa

Tel: +27 12 307-7251Fax: +27 12 [email protected]

HEAD OFFICE

P.O Box 40178Cleveland2022Republic of South Africa

93 Whitworth RoadHeriotdale, JohannesburgGautengRepublic of South Africa

Tel: +27 11 626-3516Fax: +27 11 626-1171/[email protected]

>>>>

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>>

SURTEES RAIL GROUP

BURKINA FASO NIGERIAKano

JosKaduna

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Port HarcourtAccra

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Takoradi

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TOGO

Km

400200 300100

N

AFRICA UPDATE

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industry, a perennial source of dissatisfaction with rail service, one

from which kudos are praise indeed.

It’s an impressive-sounding strategy with an inspiring ring to it,

though it isn’t altogether new. To tell the truth, it’s been promised

before. Spoornet senior strategy manager Deidre Strydom - to

take one example - conceded at a 2006 Pretoria motor industry

conference that rail freight services between Gauteng and the

harbours were ‘’erratic at best’’, obliging manufacturers to rely

on road transport. “We are one of the few countries that has not

fully embraced the concept of scheduled rail services,” she was

reported saying. Commenting on this at the time, the editor of

Railways Africa pointed out: “Successive Spoornet top managers

have been promising reliable, ‘predictable’, scheduled freight rail

service for at least 15 years. More recently, Siyabonga Gama – then

Spoornet CEO – was talking in 2005 about a fi ve-year plan, and

an aim of becoming a predictable, fully-scheduled railway.”

COAL TO EAST LONDON & COEGAAccording to Strategic Natural Resources’ CEO David Nel, a

memorandum of understanding has been signed with a private rail

entity to provide rolling stock and move export coal to the ports of

East London and Ngqura (Coega near Port Elizabeth). Open-cast

production is to start in February 2012 and underground work in

April. It is expected that the fi rst shipments of higher-grade coal

will take place by June.

TRANSNET MISSION STATEMENTFrom the Transnet annual report -“The mandate of Transnet is to assist in

lowering the cost of doing business in

South Africa, enabling economic growth and

ensuring security of supply through providing

appropriate port, rail and pipeline infrastructure in a cost-effective

and effi cient manner, within acceptable benchmarks. Transnet’s

mandate and strategic objectives are aligned with government’s

SIGNALLING AT NGQURA A R17 million fast-track signalling contract for the marshalling

yard at the Port of Ngqura in the Coega industrial development

zone near Port Elizabeth was completed by Actom Signalling

recently. The new equipment has been installed to control the

entrance and exit of trains in the marshalling yard at Coega station

and to upgrade the communication systems between existing

stations in the vicinity of the port.

The work comprised the supply and installation of new control

equipment, including Mark1C interlocking, in a new relay room

at the relocated Coega station, as well as supplying and installing

fail-safe data transmission (FSDT) connections over fi bre-optic

cable between Coega and fi ve other stations along a 60km

section of the De Aar-Port Elizabeth main-line. In addition, the

fi ve stations were equipped with modern axle-counters, and the

old remote-control system was replaced with the state-of-the-

art Transnet CS90 system.

The fi ve stations involved were Grassridge, Barkly Bridge and Addo

on the De Aar side of Coega, together with Aloes and Swartkops

on the Port Elizabeth side.

Explaining the portion of the contract involving the installation of

the FSDT system, Actom Signalling’s contracts manager Gerrie

Coetzer said it also included linking up to the central traffi c

control (CTC) system located at Port Elizabeth station.

”Our contract required installation of the FSDT system between

the stations to provide more reliable communication between

stations. This required migrating the blockworking between stations

off the old coaxial copper cable onto fi bre-optic cable,” he added.

COAL, ORE, MANGANESE RAILINGS IMPROVEThroughputs of coal, iron ore and manganese export traffi c, to

Richards Bay, Saldanha and Port Elizabeth respectively, have

all increased in recent months, according to the South African

Chamber of Mines. Though it is understood that actual fi gures

are not exactly startling, the improvement is to be welcomed,

following years of complaint from the mining sector about railway

shortcomings. In particular, weekly coal deliveries to the Richards

Bay Coal Terminal (RBCT) in September constituted a record.

Government favouring small coal producing entities with an

empowerment rating is a limiting factor, observers suggest. These

load the commodity into rail wagons using slow, front-end loaders,

compared with bigger suppliers with sophisticated, fast equipment.

And Transnet Freight Rail’s strategy calls for minimum wagon

down-time in sidings.

SCHEDULED FREIGHT TRAINS At Transnet Freight Rail, trains running to schedule are the current

fl avour of the moment. The new scheme of things was implemented

several months back and results to date are encouraging. So

much so there’ve been pats on the back from parts of the mining

Transnet freight train eastbound from Mafi keng at Chidima near Koster on

6 March 2010 behind 34 123 and 34 019. Photo: Eugene Armer.


RAIL NEWSSOUTH AFRICAN

SA RAIL NEWS

New Growth Path (NGP) and the Statement of Strategic Intent (SSI)

issued by the minister of public enterprises. “

Our vision “Transnet is a focused freight transport company, delivering

integrated, effi cient, safe, reliable and cost-effective services to

promote economic growth in South Africa. This is achieved by

increasing the company’s market share, improving productivity and

profi tability and by providing appropriate capacity to customers

ahead of demand, within affordability limits.

“Transnet will meet customer demand for reliable freight transport

and handling services through:

• Fully integrating and maximising the use of our unique set of

assets

• Continuously driving cost effi ciencies

• A demonstrated concern for sustainability in everything we do

• To enable the competitiveness, growth and development of the

South African economy by delivering reliable freight transport

and handling services that satisfy customer demand.”

Our mission “The Company is reliable, trustworthy, responsive and safe; its

employees are committed, safety-conscious, ethical, disciplined

and results-orientated. “

TRANSNET FREIGHT RAIL VERTICAL SEPARATION From offi cial Transnet published results, 26 Oct 2011:“Transnet understands that the proposal of vertically separating

Transnet Freight Rail has been put on hold by the Department of

Transport”.

COSATU ANNOUNCES METRORAIL STRIKE ACTION During November, the Congress of South African Trade Unions

(Cosatu) reiterated intentions to strike, to draw governmental

attention to declining standards in suburban train services in the

city. Cosatu’s Western Cape provincial secretary Tony Ehrenreich

said there have been many promises over the years but things are

not getting better. Government he complains has neglected the

railway in Cape Town; the rolling stock is over three decades old

and inadequate, with only 85 trainsets in use. There should be at

least 120 sets, he says.

According to a Cosatu statement, the protest action was to be held

on 6 December 2011 between 13:30 and 15:30 at the Metrorail

offi ces in the city. Cosatu members and supporters would be

coming to raise their concerns about public transport from the

Cape Flats and Southern Suburbs. Workers employed by Metrorail

Southbound 110-wagon coal train at Bloemhof behind six class 6E1 locos.

Photo: Jacque Wepener, November 2011.


These activities, Hambili says, form part of Sara’s role in promoting

a “rail renaissance” in the SADC.

and Golden Arrow Bus Services (Cape Town’s metropolitan bus

operator) would not participate as they had to transport other

workers to and from the protest. “Both companies and workers

stand to gain from an improved transport system,” Cosatu says.

Arrangements were to be made “at company level” for workers

to participate in the protest. This meant that in some instances

employees would work in the time lost and in other instances

companies would contribute to make up lost wages. “The protest

would focus on both Metrorail and the City of Cape Town’s

inability to provide proper transport”.

SARA CONFERENCETransnet Freight Rail (TFR) sponsored the fi rst conference held

by the Southern African Rail Association (Sara) which took place

in Midrand from 1-3 November 2011. A technical exhibition

was hosted at the same time. The aim of the conference was

to raise awareness among stakeholders of the Southern Africa

Development Community (SADC) rail network and to highlight

new initiatives in improving services and promoting the integration

of railway systems in the region.

Speaking at a media briefi ng in advance of the conference, Sara

president and TransNamib (Namibian rail authority) CEO Titus

Haimbili said that signifi cant focus was to be placed on developing

and integrating cross-border public/private partnerships.

Sara is lobbying SADC countries to implement an integrated

electronic customs system wherever possible, to facilitate the

operation and speed of trans-frontier trains. The association says it

has successfully lobbied SADC member states to waive fuel levies

paid by railways, and create “railway funds” to help improve rail

infrastructure and operations across the region.Siyabonga Gama.

“GOVERNMENTS MUST FUND RAILWAYS”Speaking at a media briefi ng in advance of the Southern African Rail Association (Sara) November conference, the association’s executive director Bernard Dzawanda said governments should take responsibility for maintaining rail infrastructure “so that we can redirect our resources to operations”. His comments were echoed by Transnet Freight Rail CEO Siyabonga Gama, who said most railways in the world depend on their governments for investment. “We need to get beyond political support - we need economic support,” Gama said.

The funding issue was prominent on the conference agenda.


SA RAIL NEWS

Tel: +27 11 794-2910 | Fax: +27 11 794-3560 | Email: [email protected] | Web: www.yalejhb.co.za

Specialist producers of a range of cast products for the rail industry from locomotive, wagon and passenger

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FOUNDRY BUSINESS


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Africa in responding to climate change amidst its other challenges

like poverty, inequality, underdevelopment - and its leadership role

among developing countries.

Speaking in support of the Climate Train initiative, Prasa Group

CEO Lucky Montana noted the visible impact of climate change

through weather extremes already being experienced in South

Africa and the role played by Prasa in the fi ght against climate

change; “We as Prasa accept our responsibility to contribute to

efforts to reduce SA’s carbon footprint and to be good corporate

citizens. We are pleased to be able to use our train as the vehicle

to facilitate that conversation in collaboration with the partners,

as we prepare for hosting COP17 in South Africa” Montana added.

PRASA: “GREEN” TRANSPORT DURING COP17:From an offi cial statement by the Passenger Rail Agency of South Africa (Prasa) :Prasa will provide the following services during the COP17

conference:

• Autopax, Prasa’s long-distance bus company, will provide

transport for conference delegates during the event in Durban.

• Two special trains will be run to Durban for community

organisations and delegates attending the conference.

PRASA PROJECTS IN SUPPORT OF COP17:From an offi cial statement by the Passenger Rail Agency of South Africa (Prasa) :Prasa is developing its own climate change/green policy and

strategy framework which will be enhanced by the COP17 outcomes

on all government departments and state-owned entities. Prasa’s

climate change policy/strategy will be applicable to all its operating

entities as monitored by the Prasa corporate offi ce.

TRANSNET PENSIONS DEBACLEIn terms of the Transnet Second Defi ned Pension Fund provisions,

the parastatal’s old-timers have been getting a 2% increase in

their pensions every year. This doesn’t look all that bad, now that

infl ation is down to under 6%, but it isn’t good by any means –

and anyway, offi cial infl ation takes no account of basic things

like electricity and other municipal charges. How is a pensioner

expected to meet a 25% increase in the cost of electricity, for

instance?

Complaints and discussions about Transnet pensions have been

going on for years (the interests of about 80,000 people are said

to be at stake). The latest round took place in the national assembly

at mid-November A year ago, in November 2010, the national

assembly adopted a resolution calling on the parastatal to inject

R1.96bn into the fund. Both fi nance minister Pravin Gordhan and

public enterprises minister Malusi Gigaba are said to have endorsed

the recommendation, but nothing was done.

Transnet director Peter Moyo, who chairs the pension fund’s board

of trustees, indicated that the company would discuss the matter

at a 24 November 2011 board meeting. He was to report back on

25 November, the last day on which parliamentary committees

were scheduled to meet in 2011.

CLIMATE TRAINFrom an offi cial statement by the Passenger Rail Agency of South Africa (Prasa) :The Climate Train is a precursor to the 17th Conference of the

Parties (COP) meeting in Durban, hosted by South Africa, which

aims to raise awareness around the important issue of climate

change. The meeting is crucial for developing countries like South

SA RAIL NEWS

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105 Theuns St. , Hennopspark, Centurion, 0157, South Africa

Tel: +27 (0)12 653-4595Fax: +27 (0)12 653-6841www.vherail.co.za

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“The consist was as follows:-

• Locomotive (class 6E1 no E1321)

• Baggage van 21045 (SM - S Meyl colours)

• Sitter 25806 (SM)

• Sitter 26707 (SM)

• Conference coach 36501 (PC - Premier Classe colours)

• Kitchen car 420 (PC)

• Dining car 419 (PC)

• Lounge Car 802 (PC)

• Sleeper 32134 (PC)



• Generator car 20506 (PC)

“There were climate change displays in coaches 25806, 26707 and

36501. The train remained in Durban for the rest of the week and

was open to the public between 08:00 and 17:00.

“The train departed Durban at 20:00 on Saturday, 10 December

2011 for Johannesburg.”

Prasa’s projects in support of COP17 include:

• The R100 billion rolling stock renewal programme (the

purchasing of new trains) which embodies international

specifi cations for green and energy-effi cient technology,

including green requirements for manufacturing, maintenance

and spares for the new fl eet.

• Prasa’s bus operations, through Autopax, have recently

purchased 500 new buses with energy savings and emission

control specifi cations/standards. Autopax is introducing

measures on all its bus fl eet to optimise and monitor energy

savings.

• Prasa is in the process of updating its norms, guidelines and

standards for all infrastructure, station facilities/structure

construction and other works to include green designs and

green SABS materials usage, eg maximum natural light in

station designs.

• Prasa’s property entity, Prasa Cres, has launched a project to

retrofi t all light fi ttings and globes in major stations with energy-

saving fi ttings and globes. It is investigating a pilot project for

the testing of solar panels at major stations, to be rolled out to

the entire network, to augment power supply.

According to Prasa Group CEO Lucky Montana: “We will continue

to seek ways to reduce our carbon footprint in our operations and

we are pleased to be part of the change we want to see in the

world. As a carrier of 2.4 million passengers per day nationally,

we are the only public transport provider that has the capacity to

help change our carbon footprint as a country. We will therefore

continue to encourage people to use public transport such as

trains as responsible citizens protecting the environment”.

CLIMATE TRAIN DETAILFrom Ashley Peter:“South Africa’s Climate Train spent the past month wending its

way from Cape Town via Johannesburg and elsewhere to Durban

for the COP17 conference.

Climate Train at Durban, November 2011.


SA RAIL NEWS

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The potential gaps that needed to be closed to provide an Eastern Cape-Natal through route were all approximately 100km as the crow fl ies – but the operative word is “fl ies”. The terrain is hardly what one would call railway-friendly. Heavy engineering work would have been needed.

Fast-forward to November 2011 and an appeal by Independent Democratic Movement leader Bantu Holomisa for a railway from Durban through the Eastern Cape. Replying in parliament, President Jacob Zuma agreed the N2 through the region was highly dangerous. There are plans, he was quoted saying, to build a railway, which would stimulate economic activity.

[The main problem of course is still the diffi cult topography. Constructing a line would be extremely costly, even if tunnelling were kept to a minimum. Without extensive tunnelling however, train speeds would be too low to attract much in the way of passengers – and it seems doubtful that goods trains crawling up hill and down dale would supplant trucks on the road meaningfully, as Holomisa hopes. – Editor Railways Africa ]

KZN-EAST LONDON DIRECT RAIL MOOTEDOn 29 August 1906, a 278km line was opened from Sterkstroom (272km from East London on the main-line to the interior) to Maclear. In 1916, a 358km line entered service from Amabele, 76km from East London (also on the main-line) to Umtata, now Mthatha. Both lines ran in a generally northerly direction, with hopes of being continued one day into Natal.

Then on 3 November 1924, a line was completed 266km southwards from Pietermaritzburg to Kokstad. This had similar but more defi nite intentions, being known optimistically as the “Cape-Natal line”. On the following day, a branch from Franklin, 41km north of Kokstad, was opened westwards to Matatiele, 302km from Pietermaritzburg.

There were no further developments, unless you count the ending of service on the Maclear, Matatiele and Kokstad lines between 2001 and 2010. The Umtata line was also closed of course, but has since been reopened.

Completing the missing link between Mthatha and Kokstad would only be a very small beginning. The East London-Mthatha and Pietermaritzburg-Kokstad lines

are anything but ruler-straight. This map of the latter by Bruno Martin comes from Boon Boonzaaier’s Tracks across the veld (2008).


SA RAIL NEWS

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He found it diffi cult to understand continuing recommendations

by consultants who should know that widening roads does not

solve problems – according to extensive research worldwide -

but simply attracts more traffi c. Pointing to the temptation to tell

clients what they wished to hear, Cronin said he had a problem

with management agencies appointing their own consultants

to do feasibility and impact studies. Referring specifi cally to

Gautrain, which is planned as an intercity service, he said

most journeys undertaken in Gauteng, according to studies,

are intra-city, not intercity. In the future, plans will be wanted

which offer maximum benefi t to the community as a whole.

TRANSNET ADVANCES CAPEX PROGRAMMEWith the aim of improving rail and port effi ciency, Transnet has

brought forward R6.1 billion’s worth of the R110.6 billion capital

expenditure (capex) in its fi ve-year rolling budget. This investment

will now be made within the coming two years.

The accelerated portion includes a R3.6 billion procurement of 95

electric locomotives and 43 diesel locomotives, a R1.3 billion plan

to acquire port equipment for the Durban Container Terminal’s

(DCT’s) Pier 2, and a R1.1 billion project to raise container handling

capacity at the Eastern Cape port of Ngqura, from 250,000 twenty-

foot equivalent unit (TEUs) to 2 million.

Though Transnet’s actual capex spend in the six months to 30

September 2011 fell 6.9% to R9.5 billion (compared with R10.2

billion in the fi rst half of 2010) CEO Brian Molefe says plans are

in place to meet the R25.8 billion investment budget by 31 March

2012. Transnet needs to raise just under R33 billion over the next

fi ve years to fund its R110 billion capex plan, the balance to be

funded through the company’s own cash resources.

During the current fi nancial year, Transnet Freight Rail (TFR)

expects to take delivery of 86 new locomotives and 1,509 new

wagons. A total of 196 locomotives is to be introduced in 2013

and 106 in 2014, in line with the accelerated acquisition of 138

locomotives for TFR’s general freight business (GFB). During the

interim period, the GFB recorded a 6.3% increase in volumes to

39.1 million tons. Container volumes rose 22.3% from 296,000

TEUs to 362,000.

PUBLIC ENTERPRISES WANTS TO TREBLE TRANSNET CAPEX According to South Africa’s Public Enterprises Minister Malusi

Gigaba, Transnet, Eskom and the Industrial Development

COSATU WANTS LONGER STATIONSSouth African Congress of Trade Unions (Cosatu) Western

Cape provincial secretary Tony Ehrenreich has suggested the

lengthening of platforms at southern suburbs stations in Cape

Town, to accommodate longer trains. The existing platforms south

of Salt River only take sets with a maximum of eight coaches.

Ehrenreich thinks this number should be increased to 14, so

platform extensions in the region of 120 metres are involved.

[At many of the 25 stations, like Observatory, Mowbray, Rosebank,

Rondebosch, Newlands, Claremont, etc, roads in a number of

places would need to be closed to make room for platform

extensions - but what happens in cases where these provide the

sole access to adjoining properties? – editor Railways Africa

PRASA FLEET RENEWALProminent advertisements placed in the press early in November

by the Passenger Rail Agency of South Africa (Prasa) advised

that a briefi ng session was to take place in Johannesburg on 22

November in connection with the planned acquisition of new

rolling stock. “This announcement is not a request for proposals,

is not a request for Expressions of Interest, does not constitute

any form of offer, nor any form of commitment or obligation to

any person. This BBBEE Engagement forms part of an information

gathering process in support of a transparent process, and must

be understood as a prelude to the actual procurement of the

rolling stock, which will be conducted in accordance with the

laws of South Africa under the South African Constitution and

the Public Finance Management Act (PFMA) which ensure a fair,

open transparent and competitive process, that ensures value for

money for government. Attendance at this briefi ng session is at

the discretion and for the cost of the participants.

“Prasa reserves the right in its sole and absolute discretion at any

time to amend, deviate from, discontinue, suspend, postpone or

terminate this BBBEE Engagement process without incurring any

liability whatsoever to any interested party. Prasa will however

advertise any changes to this BBBEE Engagement process through

its website”.

GAUTRAIN INVESTIGATING PROBLEMSAccording to the Gautrain Management Agency’s Dr Barbara

Jensen, electrical faults that disrupted passenger service recently

are being investigated. There were three instances of train

stoppage in the last week of October, while on 1 November, no

trains ran between Sandton and Rosebank for several hours.

Jensen gave an assurance that the agency will report fully on the

fi ndings of their investiagations in due course, including causes

determined, means taken to avoid repetition, and future action.

She repeated earlier apologies to anyone inconvenienced by the

hitches in service.

CRONIN ON GAUTRAIN & TOLL ROADSInterviewed in the press, on radio and on television, deputy

minister of transport Jeremy Cronin said South African National

Roads Agency (Sanral) chief executive Nazir Alli and Gautrain

Management Agency CEO Jack van der Merwe are “technically

highly competent and able to present a good case”, but suggested

that overall transport policy and planning is beginning to look like

the tail starting to wag the dog. Obviously one has to listen to the

engineers, but one should also ask questions, he said.

Southbound container train near Virginia behind class 6E1 locos 1415 and

1167. A November photo by Jacque Wepener.


SA RAIL NEWS

FROM RHODESFIELD, GAUTRAIN STILL ONLY GOES WEST Businessman Alfonso Niemand has written to the Competitions

Commission, asking for an investigation into Gautrain’s inexplicable

rule that passengers boarding at Rhodesfi eld, 800 metres from

the airport, are physically denied the opportunity to reach O R

Tambo except by travelling westwards (ie away from the airport)

fi rst. He complains that nobody at Gautrain offers any explanation

for this extraordinary situation and wonders if there is some sort

of anti-competitive collusion between Gautrain and the airports

company, possibly to do with parking.

Corporation (IDC) working together to fi nd new ways of borrowing

more money, over a shorter period of time. This would help

speed up capacity increases on the coal, iron-ore and general

freight rail lines, Transnet Freight Rail CEO Siyabonga Gama said

at the Southern Africa Railways Association (Sara) conference in

Johannesburg. One possibility is that the IDC could buy locomotives

and lease them to Transnet, possibly selling them to the group

over time. Gigaba says he would like to see Transnet’s capital

budget doubled or even trebled. “The capex programme we

are implementing now has constraints as it doesn’t create new

capacity to the extent that we would want it to,” he said

FASTER SERVICE, LONGER DISTANCES TRAVELLEDA phenomenon discovered decades ago in England has been

imported to Johannesburg – by Gautrain. It is a sort of extension

of Murphy’s Law, in terms of which the faster the commuter train

services provided, the further people are encouraged to live from

their places of work. Press reports talk (we suspect prematurely)

of children resident on the East Rand attending schools or

university in Pretoria. And their parents shopping at Pretoria’s

Menlyn Mall.

[Well-to-do people parking at a Gautrain station, training to Hatfi eld,

then taking a feeder bus to Menlyn and returning home the same

convoluted way, loaded with parcels? No way. – Editor Railways

Africa]

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Rhodesfi eld station is an interchange between Gautrain and Metrorail.

Despite the proximity of the airport, on Gautrain, one can only go west.

SA RAIL NEWS

Umgeni Steam Railway (USR), KwaZulu-NatalLate in 2011, Transnet Freight Rail (TFR) closed the Inchanga line

used by USR due to poor track conditions. Some 600 replacement

sleepers had to be secured and fi nanced out of the club’s coffers.

Fortunately the line was passed as fi t for use before the year-end

holidays, when the club’s North British class 3BR no 1486 Maureen

was in service. In 2012, she will be 100 years old.

Work continues on class 19D 4-8-2 no 2685. It hoped to have her

up and running again, in the not too distant future. In November

it was reported that all fl exible stay caps in the fi rebox had been

removed and the stays removed. The cross-stays were also being

removed, as well as many rivets that were in poor condition.

On the rolling stock front, repairs to coach no 7390 are well

under way. The malthoid roofi ng sheets have been removed and

are to be replaced with a superior material bearing a ten-year

guarantee. The side cladding too is being replaced with stronger

material.

Reefsteamers, GermistonDuring the holiday season at the year-end the class 15F no 3046

was in use. The run on 16 December was to be the last main-line

trip for Reefsteamers’ driver Frans van Dyk before retiring from

footplate duties. With problems in his legs and his back, he can no

longer sit for long periods and cannot handle the physical stress

of main-line driving without distraction. So, Frans has graciously

chosen to call it a day but not before sitting in the right-hand

seat, for his last run on the footplate of no 3046 Janine, named

after his grand-daughter.

The class 12AR 4-8-2 loco no 1535 Susan has been out of use

latterly owing to the inner injector currents wearing out.

Some 142 people were expected on a 14-coach Reefsteamers’

New Year holiday train from Germiston on the evening of 26

December for a leisurely 16-hour trip to the KwaZulu-Natal South

Coast, returning on Sunday 1 January. The Margate Pipes and

Drums are to pipe the train (headed by two class 37s) into Port

Shepstone station with a traditional rousing Scottish welcome.

Class 12AR no 1535 of Reefsteamers has been out of action owing to the

inner injector currents wearing out. Photo: Paul Ash.

Friends of The Rail’s Nathan Berelowitz (second from left) was certifi cated as

a private steam driver in late 2011. Photo: FoTR.

Umgeni Steam Railways’ mainstay North British-built class 3BR no 1486

will be 100 years old in 2012. Photo: Ryan Fincham.

The club’s class 19D no 2650

is to return to service in the

early part of 2012. During the

year-end holiday season, North

British class 24 no 3664 was in

use on the trains.

Friends of The Rail, Pretoria

RAILWAY HERITAGE


Preservation is A Preservation is A Vital Part of The Picture Vital Part of The Picture

By John BatwellBy John Batwell

Sanrasm, KrugersdorpMajor efforts have been made with A-28 diner no 229 Shashi.

The entire fl oor is suffering from wet rot and will be removed

and replaced. About a third had been done by the year-end.

The work involved removing the tables, seats etc - a big job in

itself. The ceiling also suffered from water damage and all the

hardboard panels will need to be replaced as will some of the

ceiling boards. All the lights have gone and will need to be rewired

and replaced, and the wall panels also need to be renewed. The

textured material is Rexine, which it is hoped can be replaced

with similar blue material to match the seats, which all need

to be re-covered. An important task has been the renewal of

several metres of teak waistrail which had rotted badly.

Replacement teak was sourced from scrapped coach bodies

and sent to SA Timber who did the profi ling to match the rest.

Colin Jenkins, an expert coachbuilder with 40 years of wooden

coaching restoration, much of it on the Severn Valley Railway in the

United Kingdom, has been supervising this and other jobs.

Second-class E-13 no 2123 has had its roof remalthoided and

painted. One side of the exterior has been patched and repainted.

A new kit of parts for a set of droplights has arrived and will be

assembled and fi tted shortly. Considerable effort went into trying

to match the original paint colour. This coach has some major

problems in one end and the bottom stringer has rot and damage

on one side.

Private saloon no 15 Wesvaal has had much of the roof timbering

replaced including one complete side of the clerestory. The two

different construction methods employed along the whole length

of the coach is making replacement of timber a long job. Half

the malthoid has been replaced.

A-18 single diner no 161 Phantom Pass had all the old malthoid

removed and replaced, but only after much rotten wood had

been removed and new timber fi tted.

Sandstone Heritage Trust, Orange Free StateA steam gala entitled Kalahari Sunrise is to take place from 23

March to 1 April 2012. For more details of this event at the Eastern

Free State farm railway, contact: [email protected]

Zimbabwe Steam NewsClass 15 no 395 is earmarked to haul NRZ’s next steam Leisure Day

trip, scheduled for 12 February.

Happier days at SANRASM – A-18 type diner “Phantom Pass” hired out for

a thematic wedding reception. Photo: J Batwell.


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Documents

Railways Africa November 2011