Railways Africa April 2011 by Presslink ZA

APRIL 2011

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RAILWAYS AFRICA / FOREWORD

Foreword

There is so much activity in the South African rail industry at the moment. Prasa’s ambitious renewal programme is big news, and what about all Transnet Freight Rail’s exciting new locomotives! About time, you might say – but still. Then we have Gautrain, almost ready with its Pretoria phase. Granted, it’s costing more than ﬁrst thought, but what has been achieved is impressive in anybody’s terms. Transnet as a whole is getting its act together (there’s nothing like a new broom or two) and at last DOT seems to be speaking the same language - so it can only be “up and away” for the rail industry as a whole. That includes manufacturers, infrastructurers, consultants, managers, operators – the whole shooting match. Meanwhile, in the rest of Africa, there are big things on the drawing boards and some already being translated into reality. Morocco leads the action with its striking high-speed intercity project, and a brandnew light rail line has just opened in

Rabat. Angola is rebuilding and reopening lengthy lines; so is Nigeria - one or two false starts now forgotten. Botswana is planning railways on the one hand to the Atlantic and on the other to the Indian Ocean. There’s ambition for you! In East Africa, great things are on the cards in Kenya, Uganda and Tanzania; and Rwanda and Burundi are about to leave the dwindling list of countries that have no railway. Zambia is to extend westwards and is looking to reconnect with Benguela. Mozambique is ﬁrmly back on the map; the refurbished Sena line all but ready. The long awaited link between Uganda and the Sudan seems to be coming nearer. Mining systems are being expanded or built in Mauritania, Guinea, Liberia, Gabon and Congo-Brazzaville. This could well prove to be the Decade of the African Railway - provided of course that funding modalities (as one politician delicately puts it) don’t spoil the fun. Either way, you can depend on Railways Africa to bring you the news. As they say on television, don’t go away!

APRIL 2011

What with all those holidays - not to mention the Railways and Harbours Conference - putting this April issue to bed has been tough going. To be sure, February and March were pretty well bumper issues – so there was some consolation. And with luck, I am pleased to say, May will be hot off the press relatively soon.

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PUBLISHERS Phillippa Dean Barbara Sheat EDITOR Rollo Dickson DESIGN & LAYOUT Grazia Muto ADVERTISING Kim Bevan SUBSCRIPTIONS Kim Bevan

PHILLIPPA DEAN Publisher / Railways Africa

CONTRIBUTORS Bruno Martin Dave van der Meulen Jacque Wepener John Batwell Paul Roos Richard Grönstedt Vaughan Mostert

ISSN 1029 - 2756 Rail Link Communications cc PO Box 4794 Randburg 2125 Tel: +27 87 940 9278 E-mail: stationmaster@railwaysafrica.com Twitter: railwaysafrica Website: www.railwaysafrica.com 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.

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April 2011 Railways Africa

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Gautrain Turnout Assembly

RAILWAYS AFRICA FEATURE / CONTENTS TITLE

Contents Features

RAIL TRAVEL Letter from New Zealand

PLASSERAIL Track Condition Monitoring and Analysis for Effective Maintenance Planning

Industry Comment Railway Scenarios, Including One From Hell

Heading for The Big Time So You Want to Run A Railway? – Some Tips For Your Interview

Gautrain Update Gautrain Fares to Pretoria

Concessioning Concessioning in The Spotlight

Africa Update

Tram Start-up in Algiers

East Africa – Look to Transnet!

Proposal for Nile Rail Corridor

Nigeria’s Abuja-Kaduna Rail Project

Railway Heritage

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Umgeni Steam Railway, KwaZulu-Natal

Steamnet 2000 Prepares Garratt for NZ

April 2011 Railways Africa

RAIL TRAVEL

LETTER FROM NEW ZEALAND Swiss-born Bruno Martin, who spent many years in South Africa, now lives in Australia’s Queensland. He was on the point of leaving for a holiday in New Zealand’s South Island when the earthquake struck Christchurch on 22 February. It didn’t put him off: We had a most enjoyable two weeks - loved every minute of it. The weather was really kind to us, mostly sunshine mixed with a bit of cloud at times and the occasional shower.

Te Wai Pounamu

LEGEND TranzAlpine TranzCoastal Taieri Gorge Railway & Seasider Kingston Flyer (out of service) Other operational railways

Nelson

Picton Ferry to Wellington

Our ﬂight from Brisbane arrived in Christchurch on schedule half an hour after midnight on Sunday 13 March, and we were taken by courtesy coach to the Sudima Hotel at the entrance to the airport to get a few hours’ sleep.

South Island, NZ

Blenheim

Westport

MAIN NORTH LINE

We caught sight of several damaged buildings and also a huge pile of debris on a vacant lot with the wreck of a car dumped on top. The scale of destruction to the buildings in the centre of Christchurch is immense - it will take not just months, but many years to rebuild. As would be expected, all train services in and out of Christchurch were suspended after the earthquake. Apparently the rail network and related infrastructure sustained only modest damage however, so that freight operations resumed on the main South Line the day after the earthquake and the main North and Midland Lines on 24 February. Although the TranzAlpine service from Christchurch to Greymouth was reinstated on 7 March, the TranzCoastal from Christchurch to Picton remains suspended until 15 August, ”due to low demand caused by the February earthquake”.

MIDLAND LINE

Greymouth

TASMAN

SEA

O Lake Wanaka

Lake Ohau Lake Hawea

Te Anau

L. Hauroko

Sheffield Rolleston

CHRISTCHURCH Banks Peninsula

Lake Tekapo Lake Pukaki Lake Benmore

OTAGO CENTRAL RAIL TRAIL

Queenstown

Lake Manapouri

Arthur's Pass

Timaru

Wanaka

Lake Wakatipu

Lake Te Anau

Kaikoura

OTIRA TUNNEL

Otira

After collecting our hire car later that morning we went for a drive into Christchurch, trying to skirt around the CBD, but didn’t get very far, with every street in to the city centre blocked off (entry by ofﬁcial vehicles only) and when we turned down a side street we encountered even more obstacles (buckled and cracked road surface and signs of liquefaction). We decided it was best to leave and head for the motel accommodation we had booked at Arthur’s Pass.

Reefton

MAIN SOUTH LINE

Oamaru

Kingston Middlemarch Pukerangi

Palmerston

DUNEDIN

Gore

Balclutha Bluff

Invercargill

SOUTH

PACIFIC

OCEAN

Stewart Island 0

100

200

kilometres MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 4/2011

New Zealand’s railways, of course, are on the same gauge (1,067mm) as those in South Africa – and, incidentally, in Queensland. I had planned to travel the entire trip on the TranzAlpine that runs daily from Christchurch to Greymouth and back, a trip of 224km each way. Instead, after cancelling our hotel bookings in

Railways Africa April 2011

TranzAlpine following Highway 7 and the Grey River just before reaching Greymouth – on Monday, 14 March 2011.

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RAIL TRAVEL

Diesel-electric ‘helpers’ Nos 5195, 5310 & 5483 heading for the tunnel portal and returning light to Otira after having assisted a coal train to Arthur’s Pass on Sunday, 13 March 2011.

Christchurch, we decided to book two nights at a motel in Arthur’s Pass, so that I could at least do part of the train trip. Departure time from Arthur’s Pass according to the timetable is 10:42, but passengers joining the service are advised to arrive at least 20 minutes before the advertised departure time. Surprisingly, the train arrived ﬁve minutes late and ﬁnally departed at 10:55. Passengers from two carriages left the train at Arthur’s Pass and boarded two road coaches waiting at the station, so a couple of backpackers and I had an entire carriage to ourselves. The TranzAlpine is New Zealand’s longest passenger train: in peak tourist season it can be made up of 15 carriages with seating capacity for 600, including a licensed catering car serving light meals and snacks. When I travelled on Monday 14 March, there were only 6 carriages, a power car with an observation deck and an observation/luggage car hauled by two diesel-electric locos. After leaving Arthur’s Pass the line enters the Otira tunnel and drops on a 1:33 gradient from 742 metres at the north portal to 483 metres at the south, over a distance of 8,554 metres. Work on the tunnel started in May 1908, but by the time the contractor had defaulted in 1912, tunnelling had advanced only a fraction of the distance. When operations were resumed by the government early in 1913 they too were confronted by shale and “rotten rock” which slowed down work to such an extent that during the course of one year the excavation only progressed 865 metres. The break-through came on 21 August 1918 when the bores met only 28mm out of true level and 19mm out of

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“Tracks are for Trains” sign at Arthur’s Pass station.

Railways Africa April 2011

RAIL TRAVEL alignment, a remarkable achievement and credit to the skill of the engineers.

TranzAlpine with diesel-electric locos Nos 5039 & 4277 arriving at Arthur’s Pass station, 737 metres above seal level, the highest railway station on the South Island, 129.5km from Christchurch and 94.3km from Greymouth on Monday, 14 March 2011.

At the time of the official opening in May 1923, the Otira ranked as the longest tunnel in the British Empire and the seventh longest in the world. Because of the steep grade it was considered unsuitable for steam traction and it became the first main-line section in New Zealand to see the use of electric locomotives. The first generation of five units were supplied by English Electric, classified as “Eo”, and operated on 1.5Kv DC drawn from the overhead catenary. They were finally retired in 1968 with the arrival of five new locomotives, classified “Ea”, manufactured at Tokyo Shibaura Electrical Company of Japan (Toshiba). Like their predecessors, the Eas were operated as a lash-up of three locomotives to haul loads of 620 tons through the tunnel. The town of Otira, which owes its existence to the railway, was once home to some 300 residents, mainly train and maintenance crews. Today only six staff members are stationed there. Until 1968 this was the motive power change-over point from steam to electric traction through the tunnel; thereafter diesel-electric locomotives replaced steam. After privatisation of the New Zealand railways in 1993, the cost of maintaining the 14km electrified section became uneconomic. Experiments were conducted using diesel-electric locomotives and it was then decided to remove the overhead

Kingston Flyer steam locomotives, class Ab 795 (4-6-2 built in 1927) & class Ab 778 (4-6-2 built in 1925) sitting forlorn and covered in cobwebs in a fenced off area together with a small diesel shunter and other railway items at Kingston. Photograph taken on Saturday, 19 March 2011.

Dunedin railway station (the city’s 4th) opened in 1906 and is regarded as the jewel in the crown of the New Zealand Railways. The building was designed by George Troup in the Flemish Renaissance style, similar to that of the Otago University and nearby Law Courts. For this design Troup received the Institution of British Architects’ Award. The large square tower rises to a height of 37 metres and houses three sets of clocks, each facing a side of the city. Photograph taken on Friday, 25 March 2011.

Railways Africa April 2011

Dunedin railway station: above the balcony are two glass stained windows, each depicting an approaching train, and from whichever angle one looks, it appears the engine is approaching with its headlight burning. Photograph taken on Friday, 25 March 2011.

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RAIL TRAVEL wiring. The last electrically-hauled train operated through the tunnel on 1 November 1997. Operating problems with the dieselelectrics in the long tunnel were largely resolved by installing a sliding door at the Otira portal. This is closed when a train enters and two 1.9-metre diameter fans are turned on to blast in 180 cubic metres of air per second, to ensure the locos are not starved of air. The line is quite busy – mainly coal trains joining the main-line at Stillwater Junction and running through to the port of Lyttelton (at Christchurch) for export. The coal trains, comprising 30 coal hopper wagons, are hauled by two class DX diesel-electrics as far as Otira, where three “helpers” of the same class are attached to assist with the load of 1,600 tonnes on the steep grade through the tunnel to Arthur’s Pass. The helpers come off there and trundle back through the tunnel to Otira to await their next load. At present some 2 million tons of high-grade coal are exported annually through Lyttelton to Japan, Asia and South America.

In Dunedin I took a trip on the Taieri Gorge Railway: a four-hour return trip from Dunedin to Pukerangi. There is also a longer trip in the morning that goes on for a further 19km to Middlemarch. When the government closed the Otago Central Railway in 1990, the Dunedin City Council boughtthe 64km section from Wingatui Junction to Middlemarch with NZ$1.2 million raised from the community and thus became the longest privatelyowned railway in New Zealand. Trains run daily with additional services during the peak tourist season (October-April). The section of line through the Taieri Gorge is breathtaking with sheer drops to the river

100 metres below, threading through nine tunnels with very tight clearances and passing over several lofty bridges and viaducts. Flat Stream Viaduct is 121m long and 34m high. In addition to the service to Taieri Gorge, there are also a twice weekly run from Dunedin to Palmerston, (mainly October-April) which is marketed as the “Seasider”, and follows the scenic route along the coast for 66km to the north. The rest of the branch line has been turned into a 150km rail trail. Other than that I photographed one freight train at Dunedin station and saw a sole diesel-electric hauling a “low-loader” wagon on the line from Invercargill to the Bluff.

As we descended through lush rain forest (annual rainfall about 6 metres) - which gives way to farmland nearer the coast – we experienced some impressively fast running on the straight stretches. The carriages have double-glazed panoramic windows, but I spent most of the ride in the observation car at the rear of the train. The hour-long stopover in Greymouth passed very quickly. Soon the call “all aboard” was heard and the train departed some ﬁve minutes after the advertised time. The was a ﬁve-minute signal stop at Stillwater Junction. After that, the train picked up speed and headed back to Arthur’s Pass where I left the train.

Taieri Gorge Railway – Loco DJ 3228 with a rake of carriages parked at Dunedin Railway station ready for the daily 2.30 pm excursion train to Pukerangi. Photograph taken on Sunday, 27 March 2011.

Travelling south of Queenstown on our way to Te Anau I pulled in at Kingston to see what had become of the Kingston Flyer. This train has been mothballed since the service was terminated in August 2009 due to ﬁnancial problems. The two steam locos (Ab class nos 778 and 795) sit forlorn in a fenced-off area while the seven wooden passenger coaches and guard’s van, exposed to the elements and covered in cobwebs, are parked in two rakes near the station (café still open for business) At the other end of the line, some 7km away, Fairlight station is still in good condition.

Railways Africa April 2011

Taieri Gorge Railway, advertised as “one of the world’s great train trips”, is captured crossing the Flat Stream Viaduct, 121 metres long and 34 metres high. Photograph taken on Friday, 25 March 2011.

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Your Specialist Partner For Mechanised Railway Track Maintenance & Construction Machinery PERFORMANCE

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: plasserail@plasser.co.za

PLASSERAIL

TRACK CONDITION MONITORING AND ANALYSIS FOR EFFECTIVE MAINTENANCE PLANNING by Leon Zaayman This is the second in a series on mechanised track maintenance. In our March issue, the reader was introduced to the multiple aspects of the subject, an activity without which there would be no rail trafﬁc at all. Subsequent articles will describe the role of each of the mechanised track maintenance machines used on the South African rail network, to ensure that the track is reliable, available, affordable and safe. 1. Introduction Infrastructure, whether it be for electricity supply, water supply or transport, is any country’s most expensive asset without which the country will die economically. We have seen infrastructure deteriorating steadily all over Africa - and so have their economies; the link is undeniable.

A road/rail measuring vehicle is also available for use on private lines and sidings. The technology for track geometry measurements are the same as that used on the IM2000.

We are seeing the same happening here in South Africa with power shortages, unexpected power cuts that can last for days, deteriorating road infrastructure, reports of contaminated water, poor service from the railways - and the lists goes on. This deterioration can be attributed to many factors but the two that stand out would be a lack of foresight and planning, and a lack of maintenance. The railways in South Africa may have an advantage above other infrastructure management authorities in that they have a piece of equipment that tells them to great accuracy where they should do maintenance, what type of maintenance is required and how effective their maintenance expenditure and effort is. This piece of equipment is an on-track machine, the Plasser IM2000 Infrastructure Measuring Vehicle which utilises a contactless optical measuring system to measure various track and rail geometry parameters, an instrumented pantograph to measure the overhead contact wire geometry and a laser mirror scanner to detect clearance irregularities to other structures and to measure the ballast proﬁle; all at 250mm sampling frequencies at speeds of up to 120km/h. The system also records vehicle speed, distance travelled, GPS location coordinates and makes various real time calculations.

Figure 2: Road/rail measuring vehicle.

2. Infrastructure Geometry Parameters Measured and Recorded Geometry is deﬁned as the science of the properties and relationships of sizes and distances in a given space or the relative arrangement of objects or parts of an object in that given space (Concise Oxford Dictionary). If you apply this deﬁnition to railway maintenance, geometry means the relative relationships between the two rails, two points on one rail or two points on the contact wire, in a given space. The following geometry parameters are measured: • • • •

track geometry; rail wear; overhead contact wire geometry; and structure clearances and ballast proﬁle.

2.1 Track geometry 2.1.1 Vertical alignment (also known as top or proﬁle) Vertical alignment is a symmetrical chord measurement using a 7 metre chord. This measurement shows the vertical relationship between three points on one rail. Vertical alignment problems are encountered where the structure under the rails cannot carry the load distributed from the rails and sleepers and may have many causes such as rail surface irregularities, fouled ballast or a failing formation.

Figure 1: IM200 infrastructure measuring vehicle.

Railways Africa April 2011

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PLASSERAIL 2.1.2 Horizontal alignment (also known as alignment or versine) Horizontal alignment is a symmetrical chord measurement using a 10 metre chord. This measurement shows a deviation from an average offset measurement in the horizontal plane. A horizontal alignment defect would be the cause of broken or loose sleepers, fastenings, base plates and or rail stress etc. When the machine enters a curve it will initially see it as an alignment defect until it detects a consistent change in the offset of the transition curve after which it will actually record and calculate the curve details with regards to transition lengths, circular curve lengths and radius, and the four ďŹ xed points of the curve.

2.1.3 Cant (also known as superelevation) Cant is an absolute measurement showing the difference between the vertical height of the left-hand and right-hand rail crowns at a coincident point. Cant is required to aid the steering of vehicles around curves and is applied according to the manual for track maintenance speciďŹ c to the radius and the speed allowed on the curve.

2.1.4 Gauge Gauge is the distance between the insides of the rail crowns and is measured in millimetres at a point 14mm below crown level. Gauge problems may be reported where there is excessive rail side wear, where the gauge is widened on sharp curves, where an incorrect fastening combination is used or where fastenings are missing, broken or loose.

2.1.5 Cross slack (also known as twist) The twist parameter is determined by calculating the algebraic difference between two cant measurements taken 2.75m apart. Twist is encountered where the vertical alignment in both rails is such that one wheel of a vehicle with a rigid frame will lose contact with the running surface of the rail.

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PLASSERAIL type. A line drawn perpendicular to the midpoint of the first line to the top of the rail crown represents the rail height. 2.2.2 Rail width The rail width is determined by drawing two lines perpendicular to the rail centre line at 14mm below the crown. One line extends to the gauge side of the rail crown and the other to the field side. These two lines provide gauge and field sides wear, as well as the total crown width.

2.2 Rail wear Rail wear is also measured with an optical measuring system mounted on the infrastructure measuring car. The system measures the full cross-sectional rail profile and compares the information with that of a new rail profile in order to produce a rail wear exception report in real time. The rail measuring equipment contains lasers and cameras which create a plane of light that surrounds almost the full rail profile. Using a high resolution camera, the image of a full rail profile is acquired at 250mm sampling intervals. The computer converts the picture to digital format, analyses the laser video image and calculates the rail profile parameters.

2.2.3 Rail inclination Rails are inclined at an angle of 1:20 to the vertical on sleepers in order to provide the 1:20 contact surface with the running surface of the wheel. This is a very useful parameter to determine broken sleepers, worn or loose fastenings and pads and inadequate fastening strength. 2.2.4 Crown wear Crown wear is the vertical difference in height between a new rail profile and a worn profile measured in the centre of the rail crown. The crown wear is also expressed as an overall head loss percentage of the total crown area. 2.2.5 Side wear Side wear is the horizontal difference in width between a new rail profile and a worn profile measured 14mm below the rail crown level on the gauge side of the rail. The crown wear and side wear parameters will be used by maintenance managers to determine the wear rate and to plan rail replacement or transposing.

2.3 Overhead contact wire geometry Figure 3: The rail proﬁle measurement sensor heads.

The overhead contact wire parameters are measured at the same time as the track geometry at 250mm sampling intervals. The main advantage of this coincidental measurement is to separate seemingly overhead contact wire defects which are actually caused by track defects. Overhead contact wire geometry is measured in real time using an instrumented pantograph and a central computer with associated software that controls the data acquisition, processing and data storage. An overhead video system is directed at the pantograph and takes snap shots of the overhead structure at every measuring position (every 250mm). A defect detected by the measuring pantograph can then be viewed on a photo from the video system to establish or eliminate causes of the defect.

Figure 4: Digital display of rail image.

The following contact wire parameters are measured: The following rail proﬁle parameters are measured: 2.2.1 Rail height and type In order to measure the rail height, the system determines the radius at the base/web area of the rail. A circle is drawn according to this radius at the ﬁllet area and the centre points of the circles are connected. The length of this line is unique for each rail section and can therefore be used to determine the rail

Railways Africa April 2011

2.3.1 Vertical contact wire force A locomotive pantograph exerts a force of 80N on the contact wire to maintain contact. Vertical force is a measurement of the deviation of the actual perpendicular vertical force from 80N between the measurement pantograph and the contact wire.

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PLASSERAIL High vertical contact forces may indicate abnormalities on the line, like kinks or the locality of incorrectly set equipment (section insulators, steady arms or other suspension points). Abnormalities like this might cause damage to pantographs. Low vertical contact forces may indicate loss of contact and might cause arcing. Repeated arcing on the same point might cause the contact wire to burn off. Contact loss also causes poor current supply to locomotives. This might cause surging in the system and damage the locomotive motors. 2.3.2 Longitudinal force This is the longitudinal frictional force experienced by the pantograph in the direction of travel. High relative longitudinal forces are caused by lack of lubrication, quick changes in slope and incorrectly set equipment.

encountered or at points where another contact wire slides in too low next to the running wire, such as at overlaps and striking points. 2.3.5 Contact wire stagger Contact wire stagger comprises horizontal deviations of the contact wire between suspension points (mast poles) and is measured in millimetres relative to the track centre-line. The contact wire is staggered on purpose in order to cause a more even distribution of wear on any pantograph head. In areas where there is no stagger measured over a certain distance, the defect is recorded.

2.3.3 Contact wire height and slope Contact wire height is a measurement with reference to the top of rail level. The measurement is provided as a positive or negative deviation from 5 metres. Contact wire slope is calculated as the difference in contact wire height over a distance of 50 metres. It indicates where the slope must be adjusted on the approaches to locations where the contact wire height might be limited, such as bridges or tunnels.

2.4 Structure clearances and ballast proﬁle

2.3.4 Horn contact Horn contact is detected at a point where the contact wire makes contact with the pantograph ends or horns. Horn contacts are found at locations where out-of-speciﬁcation stagger is

The system also measures the calculated excess or deﬁcit of ballast for the left and right, inner and outer shoulder. The measurement is in square millimetre but is converted to cubic metre per 200m break length for reporting.

The infrastructure measuring vehicle is equipped with a clearance and ballast proﬁle measuring system to establish clearances to tunnels, platforms, adjacent lines and other wayside structures, relative to the Transnet vehicle structure gauge. Figure 5 illustrates the point. Any object that fouls the vehicle structure gauge is recorded as an exception and is provided as a measurement in millimetres at a speciﬁc track kilometre point.

RAIL VEHICLE SYSTEMS

International Railway Industry Standard

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PLASSERAIL • The strip chart graphically displays all the parameters measured, with threshold lines indicating the A-, B- and C-standards where “A” is the required standard, “B” is a deviation from the standard and “C” is a deviation constituting an urgent repair. The scale of the graph is also provided which allows maintenance staff to establish the size of the defect in millimetres.

Figure 5: Illustration of clearance and ballast volume measurement.

Figure 7: Example of a strip chart.

Figure 6: Laser mirror scanner ﬁtted to the machine.

This system utilises a laser mirror scanner which is a high-speed proﬁle measuring device using an electro-optical range detection method and a beam scanning mechanism. The Laser Mirror Scanner delivers proﬁle data at almost 360º per scan, at up to forty times (revolutions) per second and makes 1001 measuring points per revolution.

3. Reporting and Analysis of Measuring Results The objectives of measuring the track geometry are to provide track information to: • • • •

locate and rectify emergency defects in order of priority; and to assess the condition of the assets: to prepare the preventive maintenance plan; to establish the effectiveness and adequacy of ﬁnancial expenditure; and • to prepare future budgets for infrastructure maintenance. However, the measuring results are merely masses of raw data and it therefore follows that the data must be converted into usable information presented in reports of tables and graphs. There are basically two types of reporting: real time reports and post-processed reports.

3.1 Real time reports The infrastructure measuring vehicle has an on-board area with LAN points where representatives of the railway can view the measured data on their own laptop computers in real time. The following two reports are printed on A3 paper in real time which the representatives of the railway take with them as they disembark the machine to address emergency defects:

Railways Africa April 2011

• Whenever a measured parameter exceeds the preset limits (normally the C standard) an exception will be listed in a single exceptions report. The report reflects, among other things, the exceeding parameter (ie alignment, twist etc), the maximum deviation in millimetres, the location and the percentage exceeded in a table format. A separate strip chart and exceedence report is printed for the track geometry, rail profile, overhead contact wire and clearance and ballast profile parameters. The single exceptions report is provided in electronic format as well. The railway infrastructure department can manipulate the data according to logical line sections and according to priority based on percentage exceedence or any other criteria that will assist in tackling the gravest emergencies first. Real time reports will generally not feed into a preventative maintenance programme but are rather preventive corrective maintenance activities to avoid a catastrophic infrastructure failure.

3.2 Post-processed reports All the measured data are also post-processed by the contractor, Plasserail, into various reports presented in table and graphic formats for track geometry, rail profile, overhead contact wire and clearance and ballast profile parameters. Different reports are prepared for use by different levels of management of the railway authority, depending on their level of decision making. 3.2.1 Track geometry The trackmaster of a specific line needs actual data of defects measured in millimetres at a specific location on the line for carrying out corrective maintenance activities in order of priority, whereas the maintenance manager requires a summary of the condition of all the lines under his authority in order to prioritise workloads and schedule available and scares resources. The general manager on the other hand needs information on the entire railway infrastructure, for strategic and financial management purposes.

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PLASSERAIL Point measurements in millimetres are not much use in establishing general condition assessments of a vast infrastructure, or to deduce any trend analysis for higher levels of maintenance planning and financial management. Just using an average figure would be statistically inconclusive. For this purpose a track quality index (TQI) is calculated which is the standard deviation of the measured values of all the measured track geometry parameters bundled in specific break lengths. This index does not give information about the shape of defects but is well suited to continuous maintenance decision-making. Standard deviations are calculated for the following parameters: • • • • •

Average vertical alignment (PRA) Average horizontal alignment (ALA) Twist (TWT) Superelevation or cross level (SUP) Track gauge (GAU)

The TQI is the sum of the standard deviations of the averages of all parameters calculated over a given break length:

terms of the maintenance programme and for general investment decision-making. Some of these reports are the following: (i) Track quality index report for 200m break lengths The TQI 200 report is provided in a table format (see Figure 8) and can be used to determine where maintenance should be done. In this example it is evident that the 200m section from kilometre 105.000 to 105.200 has the worst TQI value and the biggest contribution is the gauge parameter. T200.DBF FILENAME

LOC_FROM

LOC_TO

SEQ

SPD

CLASS

DATE

CV109UI

ULUNDI

ILANGAKAZI

STD

2/19/2008

SUPR

PRAVG

ALAVG

TAMP TQI

KM FROM

KM_TO

LENGTH

TQI

GAGE

TWIST

105.000

105.200

200

12.12

3.23

2.03

2.31

2.70

1.88

8.92

105.200

105.400

200

6.28

1.03

1.09

1.40

1.49

1.29

5.27

105.400

105.600

200

5.01

1.05

0.97

0.91

1.06

3.99

105.600

105.800

200

5.37

0.73

0.98

1.01

1.11

1.56

4.66

105.800

106.000

200

8.47

2.25

1.47

1.54

1.66

1.57

6.24

Figure 8: Example of track quality index report.

TQI = PRA + ALA + TWT + SUP + GAU The standard deviations allow for trend analysis and the highlighting of problem parameters. So, for example, a standard deviation smaller than 2 is acceptable for each parameter whereas a standard deviation of 1 is considered very good. The acceptable TQI for the Metrorail lines must be less than 10 and the TQI of the heavy-haul lines must be between 4.5 and 5.5. Various reports can now be prepared using the TQI values to compare track sections with one another to establish priorities in

The data can be manipulated by sorting on different parameters to prioritise where the most critical areas exist. A maintenance programme can be drawn up by using cut-off values for the different parameters. (ii) ADAII report for 50m break lengths The ADAII calculation derives a travel comfort quality index for selected parameters for pre-selected distances. A 50m break length is used as default. The maintenance quality indexes (ADAII

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PLASSERAIL indexes) of the report are based on the horizontal and vertical accelerations which an unsprung vehicle would experience when travelling at maximum allowed track speed over the measured track geometry.

management since it indicates the improvement or deterioration of the track, whether the maintenance tactics are effective and if expenditure is sufﬁcient.

(iii) Number of exceedences per threshold report This report contains the number of A-, B- and C-exceedences (thresholds) encountered during the specific measurement per section. It also provides the total distance per threshold exceedence. This report would generally be used to compare the sections within a route with one another. The number of exceedences are also reported by 50 metre break length. (iv) Curve report The curve report is a listing of the following geometry information: • The start and end kilometre values of the curve transitions and circular curve • The lengths of the above • The average mid ordinate offset value over the circular curve • The radius calculated from the average offset value • The average cant on the circular curve • The speed as input for the specific curve • The average gauge on the circular curve The information on the report reflects the natural characteristics of the curve (ie where the train will tend to move the curve to) as opposed to the designed characteristics. By using the report during maintenance tamping, the natural characteristics of the curve are retained. This report, together with ultrasonic measurements and historical rail break data, is used to plan the grinding programme and the rail replacement programme on curves. (v) Device report Any devices such as curves, turnouts, bridges, tunnels etc can be chosen between any points and or for any distance and provide the following information: • The line information similar to other examples above • The chosen kilometre start and end points with the associated distance • The TQI value and standard deviation values for all the parameters • The number of exceedences of the A, B and C thresholds • The GPS coordinates of the device (vi) Recurrence of exceedences report with 50 metre break lengths The recurrence of exceedences report provides the number of C-standard exceedences per 50 metre break lengths that have reappeared over six measuring runs which tells maintenance managers that either the maintenance has not been done or, if it has been done, that there is an underlying problem (route cause) which must be resolved first to ensure durability of maintenance activities. (vii) Zone curve The zone curve is derived from the TQI report which is a distribution graph of the TQI values for a section/s, also known as the S-Curve. Multiple consecutive measurements can be compared and trends established. The graph shows the percentage of the track section which is smaller than a specific TQI value. This is a valuable tool for

Railways Africa April 2011

Figure 9: Example of the s-curve of a zone report.

The following conclusion can be derived from this chart: • The closer the chart starts to the y-axis (on the 0% line), the better the best part of the route and vice versa. • The closer the chart ends to the y-axis (on the 100% line), the better the worst part of the route and vice versa. • The steeper the gradient of the s-curve, the more uniform the track condition. The ideal situation would be to have the curve as vertically upright as possible which is a track section that will be easier to maintain, since the types of maintenance actions should be very similar over the route. Likewise a very flat-shaped curve means that the overall track condition over the route is very varied. Maintenance on such a section will be more difficult, since the types of maintenance actions that must be performed on this route will be varied. • The total condition of the route can be related to previous measuring runs by observing horizontal shifts in the s-curve, having regard to previous measurements. A horizontal shift to the right indicates deterioration and vice versa. • The worst 10% (90%-100% area) normally indicates the condition of track events like turnouts. Monitoring the trends of this area of the chart shows improvement or deterioration of these events. • The best 10% is never maintained by hand, but kept in check with on-track machines like tampers. If this shows deterioration, the maintenance cycles are too long. • In areas where temperature changes can influence track quality, this will also be observed in the s-curve. Summer measurements will tend to be further to the right on the chart than winter measurements 3.2.2 Rail profile reports The following electronic data is provided after post-processing for every section measured: • • • •

Rail wear maximums and averages for 20m break lengths Rail wear maximums and averages for every straight and curve All recorded rail wear values Rail wear maximums and averages for the section as a whole

3.2.3 Overhead contact wire reports The following electronic data is provided per measuring run after post-processing for every section measured: • Quantity of all recorded contact wire defects • Electronic listing of recorded events • Mast pole report containing contact wire height and stagger at each calculated change in stagger

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PLASSERAIL • Number of defects per kilometre • Electronic listing of defects exceeding the C threshold value 3.2.4 Clearance and ballast profile reports The tunnel and clearance system sends one crosscut for every received data break to the computer measuring and analyser system. The system stores the data at the appropriate location in the geometry file. Another software package (called Tunnel Client) evaluates the crosscuts. An exceptions report is provided, detailing the type and size of the exceedence at a specific location.

4. CONCLUSION Measuring the track geometry by any means other than mechanised methods is practically impossible. It was once calculated that to measure only the track geometry over one kilometre would take a surveyor one month to complete. It can be argued that measurements are not always required at 250mm sampling intervals, however even at one metre sampling intervals, it would still take a week. The higher the track speed and axle loading, the shorter the required sampling intervals and the more frequent the measurement will have to be. In South Africa, where 40,000km are measured per annum, over 3,300 surveyors would be required to do the same, but that would still only be for track geometry. Furthermore, the accuracy of measurements using, among other things, a string and ruler, cannot be compared with the accuracy of lasers. Mechanised track measuring and recording using the IM2000 is a valuable tool if the reports are used to capacity. Transnet and Metrorail are striving to achieve maximum beneﬁt from the machine by using the results from the vehicle for –

• locating and prioritising corrective maintenance spots (shortterm maintenance planning and priority work); • planning their mechanised maintenance program (routine maintenance); • track condition monitoring by superimposing the graphs of several runs of the vehicle to determine condition degradation; • by imposing minimum and maximum thresholds for track condition, the results from the infrastructure measuring vehicle will indicate to managers the need to intensify financial investment, and in some cases, even to reduce financial investment; and • auditing the effectiveness and quality of maintenance work performed. Track condition monitoring and analysis aids effective track maintenance planning, which in turn supports cost effective and efficient track maintenance, which in turn produces a higher track quality, which again reduces the level of stress exerted on rolling stock and track, and which ultimately reduces the life-cycle cost of the track. Technology has made the correct investment in track maintenance a science instead of a subjective art. REFERENCES 1.

COETZEE J H, Plasserail South Africa and SWARTS E, Spoornet, South Africa. Analysis of track geometry data to highlight problem areas: A simple approach. 2. SWARTS E, junior manager, infrastructure engineering, (mechanised inspections). Measurement of railway track and overhead catenary with an on-track machine.

The next in this series, to appear in the May issue of Railways Africa, will focus on the variety of tamping machines and features available, together with their application.

Tel: +27 11 794-2910 | Fax: +27 11 794-3560 | Email: info@yalejhb.co.za | Web: www.yalejhb.co.za

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April 2011 Railways Africa

INDUSTRY COMMENT

Railway Scenarios, Including One From Hell Dave van der Meulen / Managing Member / Railway Corporate Strategy CC Introduction Many readers will remember Clem Sunter’s mid-1980s presentation The World and South Africa in the 1990s. In it he offered two scenarios, High Road (negotiation), and Low Road (confrontation), prior to South Africa’s 1994 political change. Those scenarios were credited with having opened people’s eyes to potentially desirable - and undesirable - outcomes of their political preferences. Having done that, negotiating the give-and-take of solving an extremely complex set of problems became that much more straightforward. During that process, South Africa developed - and was recognised as having developed - techniques for working through some of the most complex issues in recent history. South Africa’s railways now face a similar situation with almost as many institutional stakeholders. Contrary to green imperatives and government’s declared preference, freight has shifted from rail to road, rather than vice versa. Similarly, commuters and passengers have become largely beholden to minibus and midibus taxis rather than greener transport modes. Evidently the industry requires a large-scale intervention to set it right. Before South Africa dissipates its negotiating skills, as will happen if they are left dormant, it would do well to take its complex railway issues through a similar negotiation process. Nowadays, as anticipation of state-funded corrective investment rises, South African railway stakeholders are abuzz with aspirations, ideas, issues and proposals. Many of them have travelled extensively - window shopping as it were - for inspiration on how to shape the future of our railways. One likes this, another likes that. Not all likes are inherently good, and not all dislikes are inherently bad. Some positions are complementary, others are contradictory. Let us brieﬂy skim some of them.

What is the role of regulation? Is it possible to regulate desired outcomes, or does regulation restrain their achievement? If it is possible to achieve desired outcomes through regulation, then why are railways in South Africa not Utopian? Is there any intersection between economic regulation and safety regulation? Should the safety regulator also be the economic regulator? Fundamentally different issues and skill sets are involved. If a degree of regulation is required, how much would be correct? Recall the United States before 1980: Rail rates were regulated, and railroads were unable to renew assets; deferred maintenance compromised safety; and bankruptcy of two prominent railroads forced the US government to intervene by establishing Conrail as a ward of the state (later returned to the private sector). These events triggered rail deregulation in 1980, since when US railroads have ﬂourished. Of course, there is no regulatory vacuum: The Federal Railroad Agency regulates safety, and the Surface Transportation Board regulates economics. The point is simply that undue regulation can prove onerous. If it is possible to regulate desired outcomes, how should stakeholders identify and ameliorate the unintended consequences that surely accompany them?

Some of the issues This piece can be no more than an introduction. As ﬁrst approximation, there are probably as many issues as stakeholders. The present intent is therefore not to develop a position, but to persuade stakeholders that they need to duly deliberate the issues and then seek a negotiated outcome that accommodates, to the extent possible, each stakeholder’s informed position. Some key contending issues are:

Ownership has taken an interesting South African twist. Inadequate public transport has stimulated the minibus and midibus taxi industry. Entrepreneurs that they are, they develop and establish routes ahead of any authority contemplating public transport thereon. Thus, when an authority gets round to introducing public transport on a route, the taxi industry claims to already own it and expects compensation to give it up.

What is the moral status of incumbent entities? They currently enjoy legal recognition, but that can change at the stroke of a pen. Has a critical mass of stakeholders already established a new moral high ground that leaves incumbent entities mounting a rearguard action?

Track gauge is another crucial issue. Sufﬁce it to mention here that a wrong choice in the near future could preclude realisation of the railway renaissance in South Africa.

Vertical integration or vertical separation, and open access or negotiated access: Are they mutually exclusive or can both coexist? Is this issue independent of all others, or is it related to some of them? If it is related, then what are the relationships and what outcome sets are either empty or feasible? Is sequencing critical - if one launches Intervention A now, is it possible to launch Intervention B later? Or does Intervention A rule out Intervention B?

Railways Africa April 2011

How does a country move from such a chaotic state to a coherent package of solutions, which will reasonably satisfy most stakeholders, and garner their acceptance and support?

Essential scenarios At the recent Railways & Harbours 2011 Conference, the author presented a range of railway scenarios predicated on two drivers, standard gauging and private participation. On the premise that one may categorise the strength of each driver as none or sufﬁcient, one can picture four basic scenarios. The ﬁrst, no standard gauging and no private participation, was named Moribund

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INDUSTRY COMMENT

“Gautrain has opened the

way. Initially, naysayers and skeptics abounded: Today one hardly hears them.

”

Railways. It represents the status quo: Without meaningful intervention, railways will continue to decline until they become utterly irrelevant. The second, no standard gauging but sufficient private participation, was named Unstable Railways. It represents sufficient private participation to release private sector business efficiency. However, such interventions in narrow gauge railways around the world have commonly failed to attract or generate capital investment other than donations. There is high probability that outcomes will miss expectations, and low probability that they will be reversible. The third, no private participation but sufficient standard gauging, was named Neverland. Despite potential to become highly competitive, state ownership desensitises such railways to opportunities for positioning themselves competitively, and they fall short of fulfilling the role they should play. The last scenario, sufficient standard gauging and sufficient private participation, was named Renascent Railways. It comprises four sub-scenarios. In the freight sector, it features heavy-haul and heavy

intermodal, or container double-stacking. In the passenger sector, it features urban rail and high-speed intercity. These four subscenarios are revitalising railways around the world, in countries where at least one of them has been implemented. However, one scenario that illustrates the value of scenario methodology was not presented at the above mentioned conference. Borrowing Clem Sunter’s moniker, it represents South Africa’s railway Low Road, or what this author has named the Scenario from Hell. Consider what follows … TFR is moving toward concessioning its branch lines. The intended intervention has political support and many stakeholders nurture high expectations. Suppose they put well-intentioned, substantial effort into making concessions work. Notwithstanding that, most branch lines do not enjoy signiﬁcant inherent competitiveness and many of them ultimately fail to deliver on expectations, like so many of their genre in other countries. Concurrently, South Africa heavily recapitalises essential core railway assets to enhance service

delivery, but retains narrow gauge to maintain interoperability with branchlines and neighbours. Unfortunately, the recapitalised narrow gauge essential core network remains inherently uncompetitive against road, and it ultimately also drifts into stasis. When all stakeholders have learned and agreed that inherently uncompetitive branchlines are not viable, they abandon them. The concessioning-to-abandonment life cycle could span 10-15 years. Not too serious, because branchlines would have attracted little investment anyway: Paying to learn what others already know represents the opportunity cost of the intervention. The serious issue is that the true role of the essential core network ultimately turns out to differ from the original recapitalisation intent: To achieve inherent competitiveness, recapitalisation should have delivered a standard gauge essential core network. Unfortunately, the investment will have been sunk in an inherently uncompetitive concept. Halfway through their economic life, recapitalised assets no longer cut the mustard, but prove to be fruitless expenditure. By then,

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Railways Africa April 2011

INDUSTRY COMMENT road transport will have stepped into the gap, and South Africa becomes irrevocably beholden to that mode for the lion’s share of its transport task.

other transport modes. Railways in those countries maximise their contribution to their respective national and regional economies. Regrettably, railways in South Africa no longer play in that league.

Conclusion

Without in any way deprecating the sterling efforts that propelled railways in South Africa to their zenith, realistically one must recognise that they are now approaching a nadir. Unfortunately, they are in general not positioned to join the global railway renaissance, no matter how much money is thrown at them. Rather than waste it, the country would do well to ﬁrst examine a range of plausible scenarios before committing the vast funds under discussion.

Positioning theory indicates that the Scenario from Hell is plausible: One cannot summarily dismiss it. Furthermore, stakes are too high to risk a strategic misstep now. Sadly, South Africa has not yet developed and analysed scenarios of its railway future: That chasm impedes stakeholders from understanding what they want and participating in the complex interaction that will realise it. The author recalls track gauge rumblings early in his career. In the event, the South African Railways & Harbours retained 1,067mm gauge, but embarked on technology development that reached lofty heights, particularly in heavy-haul. Even the Sishen-Saldanha line, conceived as a standard gauge line, ultimately got built to narrow gauge but did nevertheless achieve some success. Unfortunately, its exceptional high-speed feats ultimately bore no commercial fruit. Today, much of the network is considered underutilised, not surprising because it is not inherently competitive. Notions of possible liberalisation after the establishment of Transnet in 1990 also did not materialise. Neither did urban rail get devolved to local government. One can appreciate that new political priorities revised the agenda, but despite consistent aspirations to revitalise railways, the opposite has happened. Meanwhile, many countries have encouraged railway renaissance, where physically possible linking their railways into continental and intercontinental networks that compete effectively against

Gautrain has opened the way. Initially, naysayers and skeptics abounded: Today one hardly hears them. A much larger contingent now sees opportunities to integrate its businesses with rail-based transit. As the S in BRICS, South Africa now keeps company with the big dogs of railways. Together Russia, India and China rival the tonnage of the rest of the world combined. BRICS track gauge approximates a power-of-two sequence: Broad gauge route kilometres are double standard gauge; standard gauge route kilometres are double narrow gauge. On narrow gauge heavy-haul, Brazil conveys some 22% of its tons on 3.5% of its network; South Africa’s numbers are 60% and 6%. Remaining narrow gauge trafﬁc is only a rounding error in the BRICS league. Got it? South Africa seems set to give its railways a second chance in the near future. If stakeholders waste the second chance, then railways are unlikely to survive long enough to justify a third chance. They should use the second chance wisely: Examining a range of plausible scenarios is an essential part of the due diligence.

“Even the Sishen-Saldanha

line, conceived as a standard gauge line, ultimately got built to narrow gauge but did nevertheless achieve some success.

”

Railways Africa April 2011

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HEADING FOR THE BIG TIME

So You Want to Run A Railway? – Some Tips For Your Interview South Africa’s railway has a new boss. There have been about six since, say, 1994 - so by the law of averages we should be looking for another in the not too distant future. That’s not a bad thing, if only from the point of view that the following Guide to prospective incumbents is still relevant, even though it missed the present boat (or should that be train?). In the words of our contributor Cremery Jonin, whose views are not necessarily those of Railways Africa (and that’s not necessarily his real name): Maybe the next appointment has already been made, given the semi-political nature of the position, but if you still naively believe in the principle of “best person for the job”, here are some thoughts to consider when submitting your CV and preparing for your interview. First, tell your interviewers that you want to be in charge of what was once the best railway in the world. Say to them that you want to return it to its former glory. Remind them that in spite of its narrow gauge, SA’s railways have always been up with - if not ahead of - other railways in terms of technology and operating practice. In the 1880s, the Natal Government Railways developed the largest and most powerful steam locos at the time to handle among the heaviest trains in the world (1,000 tons of export coal from the Natal collieries to Durban harbour). In 1924 the South African Railways started an electriﬁcation programme on the Natal mainline, doubling most of it and placing the largest order for electric locos up to that time. Until 1955 the 500km stretch from Durban to Volksrust was the longest electriﬁed line in the world. Remind them that after World War II the SAR introduced condensing steam locos and continued to introduce steam until 1968, while simultaneously taking advantage of diesel-electric technology and helping to lead the way with AC traction and dual-voltage locos. It achieved over 240km/h in the 1980s and routinely runs trains of over 15,000 tons on its “export” lines.

Experience in running trains will be an advantage, but is not essential.

Point out that on the passenger side, as recently as 1982 it carried over 700 million commuters –and mention that these trips were made by electric power. (Remember to return to this statistic later). Your interviewers will know that today the railway is a shadow of its former self, but remind them anyway. Trace some of the problems back to 1948 when the Nationalist government took over. (That might resonate with some of the interviewers). Although the SAR maintained high technical and operating standards, it became little more than a government department, faithfully carrying out the apartheid policy in terms of new lines serving black townships, becoming heavily subsidised by government in the process, and serving Afrikaner interests to a greater extent than before. As the Nats started losing their grip on government through the 70s and 80s, coupled with deregulation and a “free market” philosophy, road transport started eating away at the freight base while minibus-taxis did the same with the passengers. But you can’t stop there. Turn the interview around and start asking them questions instead. Ask them why the present government

Railways Africa April 2011

A background in dealing with accidents will be a recommendation.

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HEADING FOR THE BIG TIME has failed to use the railway to promote employment in rural areas. Ask them why it merely allowed the downward slide to continue, accompanied by accounting-speak like “commercialisation”, “core business”, “cost centres” and “turnaround strategy”. The railway has been turned around so many times – no wonder everyone is dizzy! Maybe they will smile at your sense of humour, but by now you will at least know which way the interview is going. Maybe you will have sensed that your interviewers are less than impressed by your enthusiasm to return to the “glory days” as well as your critical opinion of the present government. Maybe all they are looking for is someone to be in charge of running a few trains now and then, replacing a few brake blocks now and then, overhauling a loco or two, signing off the forward fuel hedge book and attending a couple of conferences. Oh – and handing out a lot of contracts. If all they want is “business as usual”, read no further. But if you want to shake them out of their comfort zone, remind them that the world is facing an energy crunch and that the railways of many countries – especially those that have allowed them to fall into neglect, such as South Africa, will have to carry up to three times more freight and passengers within ﬁfteen years, depending on their level of development. Tell them that SA has one of the heaviest carbon footprints in the world and that rail will have to play a big role in helping to turn that around. Now that you have your interviewers looking at each other instead of you, ask them whether anyone has a plan to achieve a similar result in South Africa. If they don’t have a plan (don’t expect them to!), be blunt with them and tell them that you won’t be able to do your job properly.

Rustomjee (Kumba-Mittal saga shows up real threats to SA’s growth): “Infrastructure provision should be better coordinated with industrial and mineral development policies….it seems unjust that….Transnet spends billions of taxpayer rands…making it easier for Kumba to export more minerals in unbeneficiated form”. This quote has wider implications than just the Kumba saga. Ask your interviewers whether anyone has thought through the macro–economic implications of both the coal and ore export lines. You can be safe in the knowledge that no-one has, although by now your robust approach may well have cost you the job. If they are still interested in you, plough on. Remind them that SA has one trillion Rand’s worth of motor vehicles (mainly motor cars) and spends around R500 billion annually on keeping road vehicles moving. Now there is the biggest transport “cost centre” of all! If rail is to play its optimal role in future in an energy-constrained world, some of this “investment” will have to be redirected to railways, so that it can start moving things that are currently being moved by road. This will involve reopening about 500 railway stations to start accepting all kinds of traffic. Tell the panel that these stations will have to be linked by daily, guaranteed trains - whether there is traffic or not - to ensure predictable service.

political will to make that happen. Remind them that both colonial and post-colonial governments in Africa have not always been kind to their railways – the colonials used railways to benefit the “mother country” – a situation which still exists today but in much more subtle form, usually involving China – while their successors merely let the railways fall into disuse and neglect. Tell them that if you get the job, one of the first things you would push for is a daily no-frills passenger train from Johannesburg to Dar-es-Salaam. It would not only be one of the great railway experiences in the world, but would also be a great symbol of African unity. But admit to them that it will be a tough call, seeing that South Africa cannot even organise a regular passenger train to a single one of its neighbouring states. Still want the job? Got an MBA? CA? Doctorate in Engineering? Maybe someone with a Certificate in Theology could do a better job because the techno/economic approach has resulted in silo thinking and a “rail versus road” mentality which is taking us nowhere. Oh, one last thing. If you get the job, try travelling by train to work now and then not Gautrain or the Business Express - but on something more basic. That will help keep your feet on the ground. Good luck with the interview. Good luck, South Africa.

This may cost R2 billion a year up front without any immediate return. Ask the panel whether the government has the

A basic knowledge of timekeeping is desirable.

Now move into passenger territory. Remind them that if commuter rail could handle 700 million passengers back in ’82, by now we should be handling 1.5 billion. And point out that inter-city passenger levels have fallen by 23% in this last year alone. Ask them whether anyone has thought of working out the carbon footprint implications. At this point, the chairman will probably stop you, reminding you to stick to freight, particularly heavy-haul. OK, you say, let’s spend money on increasing capacity - but at this point produce the Business Day of August 13, 2010 and quote Zavareh

Railways Africa April 2011

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GAUTRAIN RAPID RAIL LINK

Gautrain Update GAUTRAIN FARES TO PRETORIA Gauteng MEC for Roads and Transport, Ismail Vadi, recently announced the fares applicable for the Gautrain once the full system is operational, which is expected to be on the 1 July 2011. The determined fares are based on the principle of affordability and are highly competitive compared to other modes of public transport. They are sufficiently price-attractive to create a substantial shift from private car use to public transport in the form of Gautrain. For example, a person who buys a monthly ticket for the trips between Hatfield Station in Tshwane and Park Station in the CBD of Johannesburg – the longest possible trip on the system – will pay R39 per trip. If he/she buys a weekly ticket the trip will cost R43. For a single ticket, it will be R49 per trip. This compares favourably to the cost of a single trip between Hatfield and Johannesburg CBD for a 1600cc car, which is R61-00. This is for fuel and tyres only and excludes depreciation, maintenance and parking costs. It is expected that the majority of people will buy monthly tickets and thus pay R39 for the trip. As these will be regular commuters, a 20% discount will apply for monthly (44 trips) tickets and a 10% discount for weekly (10 trips) tickets.

fees at stations will be R10 per day if the Gautrain is used and R80 per day if the train is not used. The fare for a trip to the OR Tambo International Airport, which is currently R100 from Sandton and Marlboro, will increase to R105 from these stations. The fare will be R115 from the new Johannesburg stations (Park, Rosebank and Midrand) and R125 from the Tshwane stations (Centurion, Pretoria and Hatﬁeld).

Pay-As-You-Go

UÊThese fares are applicable for Hatﬁield

Railways Africa April 2011

35.00

40.00

43.00

46.00

49.00

46.00

22.00

29.00

38.00

41.00

43.00

46.00

44.00

24.00

29.00

36.00

38.00

40.00

38.00

22.00

24.00

26.00

29.00

27.00

19.00

21.00

24.00

22.00

19.00

21.00

25.00

19.00

27.00

Centurion

24.00

22.00

Midrand

35.00

29.00

24.00

Marlboro

40.00

38.00

29.00

22.00

Sandton

43.00

41.00

36.00

24.00

19.00

Rosebank

46.00

43.00

38.00

26.00

21.00

19.00

Park

49.00

46.00

40.00

29.00

24.00

21.00

19.00

Rhodesﬁield

46.00

44.00

38.00

27.00

22.00

25.00

27.00

29.00

Hatﬁield

Pretoria

Centurion

Midrand

Marlboro

Sandton

Rosebank

Park

±1on Pay-Ao

-G You

7 Day Pass Hatﬁield

172.00

As-You-Go value for your parking and bus fares.

U The 7 Day Pass gives you 10 Single 364.00

390.00

412.00

439.00

417.00

194.00

261.00

341.00

367.00

387.00

414.00

392.00

172.00 214.00

194.00

316.00

261.00

219.00

Marlboro

364.00

341.00

261.00

195.00

Sandton

390.00

367.00

320.00

218.00

175.00

Rosebank

412.00

387.00

340.00

236.00

193.00

170.00

Park

439.00

414.00

364.00

257.00

215.00

191.00

174.00

Rhodesﬁield

417.00

392.00

345.00

240.00

197.00

221.00

239.00

35 Day Pass Hatﬁield

UÊRemember to add enough Pay-

Rhodesﬁield

316.00

Pretoria

R20 available on your Gold Card to tag in at any Fare Gate.

29.00

214.00

Midrand

±2on Pay-Ao

single trips on buses and trains.

UÊNOTE: You must have at least

BUY A 7 DAY PASS IF YOU REGULARLY COMMUTE BETWEEN TWO STATIONS.

Centurion

VE SA % -G You

24.00

19.00

VE SA %

19.00

Pretoria

The Gautrain Feeder and Distribution bus fare will be R6 per trip for a person speciﬁcally making use of the Gautrain. For other ordinary users of the Gautrain buses, the fare will be R20 per trip. Parking

IF YOU ARE AN OCCASIONAL RAIL USER.

674.00 674.00

219.00

Trips between any two pre-chosen stations.

U You must start using the Day Pass within 7 days of purchase.

261.00

320.00

340.00

364.00

345.00

195.00

218.00

236.00

257.00

240.00

U The Pass will expire 7 days after the

175.00

193.00

215.00

197.00

170.00

191.00

221.00

ﬁirst usage, even if you haven’t used all the available trips.

174.00

239.00

U Unused trips are non-refundable. U Remember to add enough Pay-

260.00

As-You-Go value for your parking.

260.00

BUY A 35 DAY PASS IF YOU REGULARLY COMMUTE BETWEEN TWO STATIONS.

836.00

1,236.00

1,423.00

1,525.00

1,612.00

758.00

1,019.00

1,335.00

1,435.00

1,515.00

857.00

1,022.00

1,253.00

1,331.00

762.00

853.00

923.00

686.00

756.00 665.00

Centurion

836.00

758.00

Midrand

1,236.00

1,019.00

857.00

Marlboro

1,423.00

1,335.00

1,022.00

762.00

Sandton

1,525.00

1,435.00

1,253.00

853.00

Rosebank

1,612.00

1,515.00

1,331.00

923.00

756.00

665.00

Park

1,715.00

1,618.00

1,425.00

1,006.00

839.00

749.00

679.00

Rhodesﬁield

1,633.00

1,535.00

1,350.00

939.00

772.00

863.00

933.00

686.00

U The 35 Day Pass gives you 44 single trips between any two prechosen stations.

1,715.00

1,633.00

1,618.00

1,535.00

1,425.00

1,350.00

1,006.00

939.00

U The Pass will expire 35 days after

839.00

772.00

749.00

863.00

ﬁirst usage, even if you haven’t used all the available trips.

679.00

933.00 1,016.00

1,016.00

U You must start using the Pass within 7 days of purchase.

U Unused trips are non-refundable. U Remember to add enough PayAs-You-Go value for your parking and bus fares.

www.railwaysafrica.com

GAUTRAIN RAPID RAIL LINK

INTEGRATED PUBLIC TRANSPORT PLANNING trips around Johannesburg has just become a whole lot easier with the Gautrain Integrated Public Transport Map. Launched on the 24th of May at the Radisson Blu Hotel in Sandton. The integrated map contains information relating to all the forms of public transport available such as; Metrorail, Metrobus and Rea Vaya, with Gautrain as the backbone. There are a variety of services on offer to get you from A to B with the least amount of hassle. For example “A-Z via Gautrain” will provide you with door-to-door directions. It

shows users their closest Gautrain station and automatically indicates the cost of a single fare for the Gautrain journey that is being planned. Alternatively, there is an “address search” feature. After entering the address into the search box, you can either choose to ﬁnd a route to or from a location, or establish where the nearest public transport station is. “Locate me” incorporates cellular triangulation. Simply enter your cellphone number into the search box at the top of the

page. Within 60 seconds, you will receive an SMS containing a link. You can get your location by following this link. The fare calculator is an indication of what the service will cost, factoring in bus, parking and other selected criteria. Passengers will also be able to get an idea of costs based on single, weekly or monthly pass. For more information, or to start planning your own trip, visit: http://routetogautrain. afrigis.co.za/

Gautrain Integration with other Public Transport Modes

HATFIELD

LEGEND North-South Commuter East-West Commuter Airport

PRETORIA

PRASA / Metrorail

OPERATIONAL INTEGRATION NODES Gautrain Stations

CENTURION

Gautrain Buses Gautrain - Metrorail Gautrain - Rea Vaya

MIDRAND

Long Distance Taxi Metered Taxi Minibus Taxi

RHODESFIELD

International Airport

MARLBORO O.R. TAMBO SANDTON ROSEBANK

PARK STATION

www.gautrain.co.za www.gautrain.mobi Call Centre: 0800 Gautrain

CALL: 0800 4288 7246 | CLICK: www.gautrain.co.za | MOBI: gautrain.mobi

CONCESSIONING

Concessioning in The Spotlight Once again, concessioning as a form of rail restructuring has been mooted as a possible solution for some of South Africa’s rail transport woes – this time at a recent meeting hosted by the Transport Forum in Johannesburg. Custodian of the forum Harry van Huysteen comments: “Judging by the keen response and the good attendance at the meeting, the idea of concessioning features strongly as a means to assist in the much-needed restructuring of our rail network.” The lack of long-term vision and a clearcut policy for rail and related transport modes seems to be the reason, by general consensus, for the government’s current quandary about the rail transport sector. Since 1993, several governments in Africa have concessioned their railway systems, often in tandem with a rehabilitation programme funded by international financial institutions. A number of rail concessions are currently in place or under way, though many other railways remain under the direct control of state-owned enterprises. There are also countries such as Liberia and Mauritania whose railways are owned outright by mining companies, ie these are neither state-owned nor concessioned in the usual sense. Although the results of concessioning have been mixed, many concessionaires have succeeded in increasing traffic volumes. In general they have performed more efficiently than their state-owned predecessors, and there has been little evidence of monopolistic behaviour. But relations with governments have not always been happy, and it is clear that many governments had unrealistic expectations about the extent to which the private sector could improve operations and generate investment. Due to low traffic volumes and because tariffs are constrained by competition with road freight, few railways are able to generate sufficient revenue to fund significant track renewal. As a result, concessionaires tend to fund day-to-day maintenance only, plus some renewal of rolling stock. Finding financing for asset renewal and upgrades remains an open question for most of the African rail network. If such investment is not made, competition from the road makes it very difficult for rail to survive, except where large-scale mineral traffic is carried.

Railways Africa April 2011

“Judging by the keen response and the

good attendance at the meeting, the idea of concessioning features strongly as a means to assist in the much-needed restructuring of our rail network.

”

Department of Transport According to the Department of Transport’s chief director: public transport, Jan-David de Villiers, it is hoped to table a Green Paper on rail policy by the end of June 2011. “The department is determined and has committed that, only through a proper

process of stakeholder engagement and open debate, will the ﬁnal policy positions be selected,” he says The next step in the process will be the development of a White Paper, engaging in further, wider and more general public stakeholder involvement, policy

De Villiers Lists the Department’s Strategic Objectives as Follows: • To ensure that rail supports economic growth and development. • To arrest the further decline of the rail industry in South Africa. • To establish a governance and institutional framework for the management and operations of the rail network, ensuring increased rail infrastructure investments, maintenance and operations. • To promote and support the application and continuous development of appropriate technologies. • To facilitate the movement from road to rail, to reduce road congestion and improve transport efficiency. • To drastically increase the levels of performance of all rail services. • To ensure optimum utilisation of rail, by allowing demand for both passenger and freight services to drive network growth as part of an integrated transport system. • To ensure accessibility of the service – providing for utilisation by all sectors of the society, both poor and elite, rural and urban, infirm and able-bodied, large industries and small-scale enterprises (the principle of social inclusion). • To provide safe services for both users and non-users. • To introduce competition in the rail sector with the purpose of driving service delivery and efficiency. • To ensure rail developments in compliance with appropriate land-use management systems and environmental protection.

www.railwaysafrica.com

CONCESSIONING development and discussions, setting out proposals for legislative change and the possible introduction of new legislative provisions. De Villiers concedes that the lack of clear policy direction allowed the institutional framework to develop and respond to speciﬁc policy challenges, rather than developing a holistic rail policy. He notes that South Africa is listed as part of the emerging economies cluster (together with Brazil, China, India and Russia), indicating great potential for successful development of the rail network in competition with other modes. Queensland Rail, Brazil’s CVRD and Transnet Freight Rail (TFR) are the only surviving narrow-gauge freight railways of international commercial signiﬁcance, but, except for the two intensely used lines (iron ore and coal), TFR’s other railways (as well as those in the rest of Africa) are generally constrained and unsustainable, he says.

Walt explained that Prasa currently considers concessioning and PPPs as a last resort and does not consider these as policy options at this stage. Contracting through service specification and performance and monitoring by municipalities should be the first step towards a more appropriate regional regulatory regime. Prasa is however open to sub-contracting and “partnershipping” of various elements of the value chain (ticketing, maintenance, rolling stock, etc). The agency supports and encourages a massive increase in capital allocation by government – with capital grants earmarked for recapitalisation of the existing system. Prasa is also open to PPP’s for new “greenfields” rail projects and new stand-alone rail extensions linking to the network like the proposed Moloto and airport links projects and the Bridge City rail extension development in Durban.

International experience has shown there is no “perfect solution”, de Villiers explains. Gradual reform greatly increases the likelihood of success. Private sector involvement and independently regulated competition appear to be potentially more important factors than vertical separation by itself.

Transnet Freight Rail

Looking at examples abroad, mixed models can vertically integrated urban networks and vertically regional/national networks) and competing vertically networks also appear to be successful, if network factors allow this.

Transnet’s objectives, Mothibedi says, are strictly aligned to those of government and the company fully agrees that retention of ownership of rail assets is not negotiable.

work (eg separated integrated and other

Prasa’s Position Representing the Passenger Rail Agency of South Africa (Prasa), executive manager: strategic asset management Dries van der

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

In a joint presentation, Transnet Freight Rail’s Albert Links, executive manager branch line and network, and William Mothibedi, senior manager strategy and long-term planning, delivered TFR’s outlook with regard to concessioning.

“Concessioning branch lines will, however, undoubtedly accelerate economic development by stimulating investment in rural areas, creating jobs, reducing logistics costs, supporting local economic development and unlocking opportunities for the mining and tourism sectors.”

PO Box 9375, Centurion 0046, South Africa

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

WHEEL BUSINESS Specialists in the manufacturing and refurbishing of all types of railway wheelsets for the Southern African

GM517_TRE Presslink

region, using the latest technology in wheel-proďŹ ling portal lathes and laser measuring equipment.

Tel: +27 (0)12 391 1304

Fax: +27 (0)12 391 1371

Email: sales@transnet.net

CONCESSIONING The Rift Valley Railways consortium holds a 25-year concession to operate the state-owned lines of Kenya and Uganda.

A comprehensive report issued by the Department of Transport in 1996, at which time concessioning of South African commuter rail services was being seriously considered.

Major Obstacle Organised labour is seen as a major potential obstacle to most forms of rail commercialisation, including concessioning, and all the presenters agreed that labour must be included in all deliberations and handled with kid gloves. The response of labour is, in fact, seen as a key factor whether or not meaningful and effective concessioning will ever become a reality in South Africa. Railways Africa applauds the efforts of the Transport Forum to stimulate debate and increase awareness about such an important issue. In the past, belligerent statements by trade unions and fringe politicians have effectively stymied progress in

this regard and it remains to be seen if efforts to include effective ve commercialisation in the rail sector by introducing government ent policy and legislation will have the desired effect.

The Transport Forum meets monthly (attendance is free) and is considered a valuable asset to the industry for transport-related content provision and networking (website: http://www.transportsig.com).

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Railways Africa April 2011

www.railwaysafrica.com

Fabform Graphics cc (011) 622-9917

SPECIALIST CASTINGS FOR THE RAILROAD INDUSTRY

The Scaw Metals Group (Scaw) is an international group, manufacturing a diverse range of steel products. Its principal operations 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: Scaw has produced castings for the railroad industry since 1921 and is a technological leader in this field and has participated in the development of unique designs such as the cast adaptor sub-frame assembly used in the “Scheffel” radial axle truck.

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

Scaw manufactures castings under licence to various licensors, but is an open foundry with the capability to undertake work according to individual customer requirements. The company has produced thousands of sets of steel castings for freight cars for both the local and export markets. These include side frames and bolsters that have been approved by the Association of American Railroads for use on North American railroads.

Scaw supplies globally and also offers nationwide distribution in South Africa through its strategically located branches throughout the country.

SCAW METALS GROUP

Your track maintenance e Physical Address 12 Laser Park Square 34 Zeiss Road Laser Park Honeydew South Africa

Postal Address PO Boxt 4431 Honeydew 2040 South Africa

Tel: Fax: Email: Web:

+27 11 794-2910 +27 11 794-3560 info@yalejhb.co.za www.yalejhb.co.za

quipment and machine specialist

AFRICA UPDATE

AFRICA UPDATE ALGERIA TRAM START-UP IN ALGIERS The ﬁrst tramline in the city of Algiers started operating on 8 May. Built as a turnkey project by the Méditerrail consortium of Alstom, Etrhb and Todini, in terms of a contract awarded by the government-owned public transport company Enterprise du Metro d’Alger (EMA) in 2006, the initial section with 13 stops was handed over in December 2010.

for a decade. This will be done at a new joint-venture plant (EMA and Ferrovial) in the north-eastern city of Annabam, where work is to start in 2013. Alstom also holds contracts for the construction of tramlines in the Algerian cities of Oran and Constantine.

The line is operated by Etablissement de transport urbain et suburbain d’Alger (Etusa). The fleet of 12 Alstom Citadis lowfloor trams are expected to carry up to 15,000 passengers every weekday, running from 06.00 to 21.00. When two additional sections are finished - Hussein Dey to Bab Ezzouar and Bordj El Kiffan to Derana - route length will total 23km with 38 stops. Alstom has supplied a fleet of 41 vehicles with air-conditioning and tinted windows. Each is 40 metres in length, with capacity for up to 400 passengers. Information is broadcast in both French and Arabic. Alstom is to maintain the equipment and rolling stock

EAST AFRICA MANAGEMENT UNITY NEEDED From East African Business Week (Kampala): “Two related developments have taken place within the East African Community in a space of two weeks, all related to management of the railway system. First was the coming on stage of Citadel Capital - the Egyptian equity firm which has bought significant shares in the troubled Rift Valley Railways (RVR), the consortium which won the concession to run the Kenya-Uganda railways in 2005. “Citadel has since been joined by the Kenyan-based investment company Trans-Century, which has agreed with Citadel to raise $US250m to upgrade the aging Kenya- Uganda Railway. “In Tanzania the government has revoked the concession that was held by Indian company Rites and is looking out for another company to take over its rail network. “In both situations the three governments were disappointed that promises by RVR in 2005 and Rites in 2007 were not honoured. The companies had promised to refurbish the rail networks and expand them including opening hitherto dormant tracks such as the western and northern lines in Uganda. [This is not correct. Uganda specifically excluded the western and northern lines from the concession – Editor]

An Alstom Citadis low-ﬂoor tram in Istanbul, Turkey. Photo: Alstom.

Railways had the potential to rise to 21 million tonnes by 2030 from 3.7 million tonnes [carried] in 2007. “This would enable the region to beneﬁt from the trading bloc and a robust railway would be crucial in merging the EAC with two other blocs - the Southern African Development Community (SADC) and the Common Market for Eastern and Southern Africa (Comesa). “Whereas these plans can be implemented, the process of realising them does not seem to be in place. For example; why are Uganda and Kenya leasing the railway to Citadel Capital and Trans Century without involving Tanzania so that one manager can operate the entire region’s railway system? One would expect all interested parties to come up with concrete plans which can be merged with the regional governments plans to upgrade, expand and ensure the railway serves the common interest of the people in the region. “By Kenya and Uganda going their way and Tanzania looking out for its own partner, signiﬁes that the East African Community is not ready to work together as a bloc to achieve a common good. These governments may need to borrow heavily to raise the much needed $20 billion whereas a number of companies may come in with their money or a good part of the required chunk so that governments or the region as a bloc can top up thus saving it from huge borrowing which comes with a lot of strings attached.

“The three countries which form the founder members of the East African Community (EAC) continue to rely on expensive road transport making movement of goods and people more expensive, slow and increasing the attendant costs.

“If there is any service the region can utilise, it is the railway that can bring it together and spur the economies of this poor region to something to be proud of. It is in this light that the principal players of the EAC (Kenya, Uganda and Tanzania) should carry out a joint concession and have one operator or a group under a single management to run the region’s railway.

“The East African Community has announced a $US20 billion master plan to upgrade the region’s railway system. It was noted that trafﬁc on the existing network including Kenya and Uganda’s Rift Valley Railways, Tanzania Railways and Tanzania-Zambia

“This time, care should be taken to ensure that the concessionaire they choose has the money, the expertise and the ability to upgrade, expand and efﬁciently operate the railway in the region.

Railways Africa April 2011

www.railwaysafrica.com

ROTATING MACHINE BUSINESS Specialists in refurbishing, upgrading and comprehensive testing of traction motors and auxiliary electric motors. All traction motors are expertly qualiďŹ ed and load-tested to full capacity on back-to-back motor

GM519_TRE Presslink

test facilities.

Tel: +27 (0)12 391 1304

Fax: +27 (0)12 391 1371

Email: sales@transnet.net

AFRICA UPDATE This can only be achieved if the region agrees to work together from the start. For now it does not seem that we are heading in the right direction, although it is not too late to rethink our strategy. “When well implemented this can be used as a model to cooperate in other areas like oil drilling and processing, managing elections, exams, disasters and catastrophes and even conﬂicts, to mention a few areas. This is the way to go and it can take us to greater heights.”

EAST AFRICA – LOOK TO TRANSNET! From East African Business Week (Kampala): “As regional integration kicks into gear, many ideas and projects are being mooted that will make East Africa potentially one of the best investment destinations in the world. One of them is The East African Community (EAC) railway network whose master plan has been ﬁnalised and is set to cost a total of $US900 billion. “The money for the project is expected to be drawn from development partners and regional banks, among others. The network will include development of a standard gauge railway line between Kampala in Uganda and Mombasa in Kenya, Dar es Salaam to Kigali and Bujumbura. It will connect local towns and the region’s major cities, passing through agricultural, mining, tourist and trade routes.

Railways Africa April 2011

“When (and not if) the project is implemented, it will boost trade, tourism, transport, production, investment and subsequently development in the region. Working under the aegis of regional integration this railway and infrastructure development will certainly stimulate the region’s competitiveness and exploit economies of scale through massive production for the region’s 120 million people. “The railway system in East Africa is as old as colonialism but has since gone to the dogs because of mismanagement, corruption and government inefﬁciency. It is believed (and hopefully so) that the new system will be run professionally

using modern best practices and efﬁcient world class systems. But certainly, it will be affordable and will mainly help transform the rural communities who cannot afford the dear and inaccessible road and air transport system. “The region needs to study two classic world railway systems which are very near to us: the South African railway network Transnet (previously known as Spoornet) and the Indian railway system. Therein lies a system tried on efﬁciency and numbers.” [We doubt that Prasa’s Montana, who called Transnet all sorts of names in a spat last year, would go along with rating it as “classic. - Editor]

railway system in East Africa is as old as colonialism “The but has since gone to the dogs because of mismanagement, corruption and government inefﬁciency. ”

“Transnet (previously known as Spoornet) ….. Therein lies a system tried on efﬁciency and numbers.” Photo: Jacque Wepener.

www.railwaysafrica.com

AFRICA UPDATE EGYPT PROPOSAL FOR NILE RAIL CORRIDOR “Egypt’s railways are old,” writes Islam Soliman, assistant editor of OnIslam.net “Their tracks are laid on relatively soft, muddy soil that does not allow for speedy movement with heavy loads. A modern railway system is needed to serve present and future development requirements.”

ME DI TE RR AN E AN To Tobruk

Sal

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t Por

Alexa ndria

Sai

C AIRO

Suez

fah

AEL

Ferdan Ismailia

EL’Alamein

ISR

Soliman continues: “Dr Farouk El-Baz, one of Egypt’s most prominent scientiﬁc minds, has proposed a project that might be the answer to many challenges that Egypt faces. Successive governments have rejected his project dubbed ‘The development corridor in the west of the Nile valley’ but with the winds of change blowing in Egypt, now might be the best time to implement it.

Bank-funded project in Brazil which was abandoned after 20 years of on-and-off work. The Eurotunnel, a 50km tunnel running from England to France across the English Channel, was another. Planners originally estimated a total cost of £2 billion pounds sterling, but the ﬁnal cost was about $US 20 billion, a great deal more.

Dr Ismael Serag El-Din, president of the Alexandrina Bibliotheca and a former vicepresident of the World Bank, says few similar projects have proved successful in other countries. “Many of those projects end up in a very different way than what was planned for them in the beginning,” he says, citing failures, like a World

Railway out of use

J OR D A N

El Shatt

an Helw

El Wasta El Faiyum

S AU D I ARABIA

L I B YA

Baharia Oasis Asyut

EGYPT

Nag’Hammadi

ata

Oena

El Korma

El Kharga

Luxor

Abu Tarlour

Isna

S E

“The project’s proposed railway, parallel to a proposed superhighway, would satisfy that purpose. If deemed necessary, connecting tracks could be established along some of the east-west road branches in the future. Thuti’s Community for Egyptian Studies (TCES), an Egyptian cultural and scientiﬁc non-governmental organisation, backs ElBaz on his project. They believe it is based on outstanding scientiﬁc studies.”

Beni Suef

Aswan

According to one TCES member, “This project, if it is carried out, would solve 70% of Egypt’s problems, including problems of overpopulation in the Nile valley, trafﬁc and unemployment by establishing these new communities in a new healthy environment”.

ERITREA

Sadd el Ali

A S WA N D A M 0

250 km

S U DAN train to Baresa and Nefasit, and on by road to Asmara.

RAIL TOUR TO ERITREA The seventh LCGB Overseas Study Tour to Eritrea (in October 2011) has been announced. This operator’s 2008/9 tours were sold out, so early reservation is recommended. The proposed programme includes a Littorina railcar trip to Ghinda from Massawa and return behind steam (0-4-40 Mallet). A simlar trip is planned for the following day, using Steam Mallets from Massawa in this case, with return by road. The next day’s excursion is to begin by road, going as far as Ghinda, then by steam

On the following day (Sunday) the party will go to Ghinda by road, than back to Asmara behind double-headed Mallets. Monday involves another trip behind steam, this time to Nefasit and return to Asmara. There will be a shed visit in Asmara on the Tuesday, with locos in steam. A proposed pre-tour extension would explore the remains of the old railway west of Asmara. Road transport would cover the route Asmara-Keren-Agordat.

RED SEA

Keren

MASSAWA Agordat 50

Eritrea Railway 44

Railways Africa April 2011

Two modes of transport in Eritrea’s Massawa: or is it a race? Photo: Richard Grönstedt.

Tour participants must be current LCGB members. Details and prices can be obtained from the LCGB website: http://www.lcgb.org.uk/

Baresa

kms 100

ASSMARA

or by application to the organiser: Adrian K Palmer: akpalmer@talktalk.net

www.railwaysafrica.com

FOUNDRY BUSINESS Specialist producers of a range of cast products for the rail industry from locomotive, wagon and passenger coach parts through to state-of-the-art permanent way components. We also serve the mining, automotive

GM521_TRE Presslink

and marine industries.

Tel: +27 (0)12 391 1304

Fax: +27 (0)12 391 1371

Email: sales@transnet.net

AFRICA UPDATE GUINEA GUINEA CANCELS VALE AGREEMENT Newly appointed Guinea president Alpha Conde has cancelled the railway upgrade agreement with Brazilian mining company Vale, planning instead to open the contract to competitive bids. Vale, which holds an interest in the giant Simandou iron ore deposit in Guineaâ&#x20AC;&#x2122;s south, had offered to pay $US1 billion to rebuild the existing run-down 640km railway connecting the interior city of Kankan to the coastal capital Conakry. Vale, which declined immediate comment, signed a $2.5 billion joint venture agreement with the company BSGR, giving it a 51% stake in two blocks of the Simandou deposit -- the rights to which are being contested by Australian miner Rio Tinto in continuing talks. SENEGAL

MALI

Guineaâ&#x20AC;&#x2122;s government is in the process of ďŹ nalising a new mining code. According to Conde, it aims to give the state an interest of at least 33% in all the countryâ&#x20AC;&#x2122;s mining projects -- up from the current average of 15%.

KENYA RIFT VALLEY INVESTMENT According to East African press reports, TransCentury has announced plans to invest $US300 million into Rift Valley Railways (RVR), in which it holds a 34% interest, over the next ďŹ ve years. The money â&#x20AC;&#x201C; to be raised through debt and shareholder contributions â&#x20AC;&#x201C; is to be used to rehabilitate 100 locomotives and the 3,500-strong freight wagon ďŹ&#x201A;eet, as well as track infrastructure between Kenyaâ&#x20AC;&#x2122;s Mombasa and Kampala in Uganda. Institutions ďŹ nancing the RVR concession include the World Bankâ&#x20AC;&#x2122;s lending arm IFC, the African Development Bank and German development bank Kfw.

GUINEA BISSAU Tougue

KENYA: RVR TICKETS GO ELECTRONIC

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Guineaâ&#x20AC;&#x2122;s existing railway from Conakry to Kankan. Simandou is off the map to the south-east, situated east of Liberia (which lies south of Sierra Leone).

Ministry ofďŹ cial Guillaume Curtis was quoted saying. â&#x20AC;&#x153;We are going to review all of these joint ventures that were signed at the expense of the Guinean stateâ&#x20AC;?.

From 1 May, Rift Valley Railways (RVR) began introducing electronic ticketing on all passenger train services, including Nairobi commuter routes. Passenger service general manager James Siele says the new system will be rolled out in phases; that in Nairobi is on a pilot basis. Ticket selling on board trains is being discontinued. RVR plans to issue prepaid travel cards. Registration for these began on 18 April.

MALAWI ORE LINE VIA MALAWI AGREED The Malawian government and the Brazilian mining company Vale have signed a memorandum of understanding on the construction

â&#x20AC;&#x153; You focus on your business, we will focus on your gas supplyâ&#x20AC;?

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Railways Africa April 2011

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Step off not down.

t New Tubular Modular Track installation at Kwa Mashu Station, Durban. t The ďŹ rst of its kind in South Africa on 1070mm platform to rail height. t World Class track meeting World Class Safety Standards.

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AFRICA UPDATE of a new 100km railway. This is to run from a point on the Sena line east of the Moatize coalﬁelds in Mozambique to Blantyre in Malawi, to provide a through route to the northern Mozambiquan port of Nacala. The new link is needed because the Sena line to the port of Beira will be unable to handle the vast amount of export trafﬁc planned by Vale and other mining companies. Nacala has the advantage of a natural deep water harbour which, unlike Beira or Maputo, does not require dredging. Ships of any size can dock at Nacala, which lies about 900km from the mines.

SENA LINE NOT FINISHED Contradicting earlier reports saying the Sena line was ready to start operating, Caminhos de ferro do Moçambique (CFM – the state railway & harbours) has distinctly different views on the situation. In 2004, the Indian consortium of Rites and Ircon (Ricon) won an international tender to manage the Beira rail system, which comprises both the Machipanda line from Beira to Zimbabwe, and the Sena line from Beira to Moatize. The Beira Railroad Company, Caminhos de ferro do Beira (CCFB), was created. Ricon is the major shareholder with 51%. The major responsibility of Ricon was to rehabilitate the 575km Sena line, totally out of action since the start of the civil war. In early February 2011, CFM invited journalists on an inspection of the Sena line. They were shown building work at stations that had not been completed, as well as problems including poor drainage. Sections of track were seen that lacked ballast. Equipment generally appeared “in a very poor state”, according to the newspaper O Pais.

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According to CFM chairman Rosario Mualeia, his experience of working with Ricon over the last six years led him to doubt that rebuilding of the Sena line would be completed in the time stipulated. He recommended that the responsibility should be taken over by CFM. Ricon originally undertook to deliver the Sena line, fully rehabilitated, by September 2009. When the line was still not ready by December 2010, the government set in motion procedures to cancel the contract. Ricon then promised to ﬁnish all major work on the line by 31 January 2010, but the government issued notiﬁcation on 24 December that it intends to terminate the lease.

450

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The contract included reconstruction of 17 railway stations, as well as building and/ or refurbishment of houses for operational staff. This work has been concluded at only two stations. In Caia, for example, construction work on the new station building began in August 2010, but up to February 2011, only the foundations had been laid. “My greatest sadness at the end of the visit is at not having seen a single kilometre of line in a condition that meets the standards set out in the contract,” Rosário Mualeia says.

To Bulawayo

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ZIMBABWE

Of the stations situated between Beira and Sena, only Muaza and Ihamitanga have been finished. In the opinion of Lebombo, this - along with other shortcomings – demonstrates that the Sena line is not fit for traffic.

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In the stations of Semecuesa and Berundi, 55km north of Beira, misaligned rails were noted, with humps in the track due to uneven ballasting. CFM director of communications Antonio Lebombo explained that “the problem of a lack of drainage means there is no guarantee that the route will be secure and passable in times of heavy rain. The absence of clean ballast in the correct amount can stop rainwater from seeping through. Given the large volume of coal to be transported, these factors could create serious operational problems”.

Railways Africa April 2011

Inharrime

CFM TREBLES PROFIT Caminhos de ferro do Moçambique (CFM – the state railway & harbours) last year almost tripled its proﬁts compared with 2009. CFM chairman Rosario Mualeia says pre-tax proﬁts in 2010 amounted to some $US48 million (1.49 billion meticais compared with 553 million in 2009).

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AFRICA UPDATE This was mainly the result of a 79% increase in rail traffic revenue, a 57% increase in port handling revenue, and a 55% increase in income from the leasing of rail lines and port terminals to private sector-led consortia. On the railways, CFM transported 5.3 million tonnes of goods compared with 4.6 million tonnes in 2009 – a rise of 15%. Most of this was moved in the southern rail system, particularly along the Ressano Garcia line from Maputo to South Africa. Here there was a slight decline in goods traffic, from 2.68 million tonnes in 2009 to 2.64 million in 2010 (a fall of 1.5%). Freight traffic on the Goba line to Swaziland increased 21.7% from 576,900 to 701,900 tonnes, and on the Limpopo line to Zimbabwe it rose 27.4%, from 504,100 to 642,400 tonnes. Goods traffic on the Beira rail system increased by 87.6% - from 553,800 tonnes to slightly more than a million. However, freight carried on the northern line from Nacala to Malawi declined from 296,400 to 272,400 tonnes. CFM rail passenger figures improved by 41.6%, from 2.6 million passengers carried in 2009 to 3.7 million in 2010.

NIGERIA NIGERIA’S ABUJA-KADUNA RAIL PROJECT The building of Nigeria’s new Abuja-Kaduna railway, to be undertaken by the China Civil and Engineering Construction Company (CCECC) has begun. It will be recalled that former President Olusegun Obasanjo awarded a $8.3 billion contract for the construction of a Lagos-Kano standard gauge rail system to CCECC in 2006, but that this was aborted due to problems with ﬁnancing. The project has been rescoped in six stand-alone segments. In December 2010, the Nigerian government negotiated a loan of $500 million from the Chinese government at an interest rate of under 3%, repayable in 15 years. Work is to begin with the Abuja -Kaduna line, to be followed by the Lagos-Ibadan route, Leadership (published in Abuja) reports. The paper quoted deputy director (press and public relations) in the ministry of transport Kinsley Agha announcing “an ofﬁcial ground-breaking ceremony of the three-year, standard gauge (single track) project at Rigasa in Kaduna on 10 February.” Nigerian President Goodluck Jonathan was to do the honours. [The statement that the new line is to be standard gauge is improbable. We do not doubt the Leadership story, but they were quoting the ministry of transport, which may have got it wrong – Editor]

LAGOS LIGHT RAIL The new light rail mass transit (LRMT) system in Lagos, Nigeria’s commercial capital, is aimed at alleviating chronic trafﬁc problems in a city with over 18 million inhabitants. By 2015, the population is projected to reach about 25 million, a ﬁgure that will make it the third largest mega-city in the world. The Lagos Metropolitan Area Transport Authority (Lamata) has developed a network of seven light rail lines, two to be developed as a matter of priority. The Blue line will run 27km from Okokomaiko to Marina, one of the most densely travelled corridors in Lagos. The rail infrastructure is being developed in conjunction with the Badagry Expressway project, a proposed toll road running from Lagos to Badagry. The Red line will run from Agbado to Marina with a link to the domestic and international wings of the Murtala Muhammed Airport in Ikeja. According to Lamata, the LRMT is to be implemented as a joint public-private partnership (PPP). The infrastructure would be provided under a design/build contract and the actual railway operations funded and managed by the private sector under a concession agreement. It was reported during March that work has started on the Blue line.

ABUJA LIGHT RAIL STALLED The China Civil Engineering Construction Company says about N357.6 billion is required this year for the multi-billion naira Abuja light rail mass transit project, which is expected to be complete by 2013. Project manager Chang Weijin says lack of funds is slowing down the project. “Since February 2010, this project has had no budget. The Federal Capital Territory Administration (FCTA) owes the company about $US145 million. We also have the issue of affected embassy properties, including the European Union and United Nation embassies, and the Nigerian National Petroleum Corporation mega station”, Weijin explains. Transport secretariat deputy director Alex Ezumah, quoted by The Nation, says the FCTA is thinking of partnering the private sector on the project.

RWANDA NO MONEY TO REBUILD LINE FROM DAR According to Tanzanian President Jakaya Kikwete, quoted in the press, “ﬁnancing for the proposed new railway to Rwanda and Burundi from Isaka in Tanzania is available”, but it is a “struggle” ﬁnding money for rebuilding Tanzania’s existing metre-gauge Central Line from Isaka to Dar-es-Salaam.

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Railways Africa April 2011

AFRICA UPDATE TANZANIA EAST AFRICA’S RAIL PLANS: ALL NEEDED NOW IS MONEY From East African Business Week (Kampala): “Recently East Africans have been told of the determined resolve by the East African Community to build a new railway line that would inter-connect Tanzania, Rwanda and Burundi. The EAC Secretariat and individual countries have spoken out loudly and positively about it, thus raising the desire of its citizenry that an important people’s infrastructure would be built sooner than later to ease transportation, boost trade and commerce and enhance the people’s welfare. “One evident thing is that there is political goodwill across the region. What remains is to hasten the modalities of ﬁnding the necessary funds to construct it as soon as possible for the 126 million East Africans to beneﬁt from the infrastructure. “Tanzania minister for infrastructure Dr Shukuru Kawambwa told the National Assembly sitting in Dodoma about the resolve to build a new, wide gauge railway line from Dar es Salaam to Kigali and Bujumbura. He said preliminary feasibility studies had been conducted, and what was being awaited was to go the next step of looking for funds by engaging a private and public partnership (PPP) to undertake the multi-billion dollar project. “The minister told the National Assembly that the new interregional railway would involve building a new wide gauge railway (1,435mm) to run parallel to the century-old small gauge (1,000mm) Tanzania Railways from Dar es Salaam to Isaka, and then link it to the new international standard width track from Isaka to Kigali and onward to Keza-Gitega in Burundi. “Minister Kawambwa said the new rolling stock would be larger, carry heavier loads and passengers and go faster. “Unlike the ancient small gauge TRL line that moves at 35km per hour, the planned trains will travel at 120km per hour. It will be serviced by double-deck passenger couches. “The new rail project, if well implemented, is a win-win proposition for all because it will carry more domestic and inter-regional

cargo, save on transportation time and thereby reduce costs of doing business, and boost Dar es Salaam port as the major gateway for exports and imports. With a successful rail link to Kigali and Bujumbura, the planned line [can be extended] to Masaka and Kampala (Uganda), the Central African Republic, Gabon, Congo Brazzaville, Cameroon and Nigeria. “What is now needed is for the EAC Secretariat and the EAC member states to move with speed to mobilise funds to construct the infrastructure when the mood is right.” [Like the man said, all that is needed now is money. But we wonder if he realises how far it is to Nigeria and what several thousand kilometres of new railway might cost. – Editor]

PPP FOR DAR-RWANDA Tanzania President Jakaya Kikwete says Burundi, Rwanda and Tanzania are ready to partner with private companies to fund construction of the Dar es Salaam-Isaka-Kigali/Keza-GitegaMusongati railway, currently estimated to cost between $US3.54 and 5.1 billion. “We are ready to do this on the basis of Build Operate and Transfer (BOT) or joint ventures in ownership and management,” Kikwete told an investors’ conference in Dar es Salaam. He said Burundi, Rwanda and Tanzania had embraced Public Private Partnership (PPP) principles in business and investment and had in place both policies and legislation for PPP. “So, there is a conducive environment for a Public Private Partnership,” he explained. Kikwete noted that the first option for the Dar es Salaam-Isaka section in Tanzania is to upgrade the existing line to dual gauge, and the second to convert to standard gauge. The third option is to construct a new parallel standard gauge line via the planned Bagamoyo Port. The three countries involved in the project are poor, he pointed out, and not able to fund the heavy construction costs – hence the need to solicit funds from other sources. Transport minister Omary Nundu said phase I of the project, which involved a feasibility study, was conducted and completed by DB International of Germany in December 2008. “According to the feasibility study, the project is financially viable, though in the first four years it will require additional borrowing,” he explained.

TANZANIA’S TANGA-MUSOMA PROJECT – COSTS Moshi

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The proposed new transport corridor from the port of Tanga to Musoma on Lake Victoria has been costed provisionally at $US2.7 billion. Of this, $1.9 billion will account for about 800km of railway (rebuilding the existing Tanga-Arusha line as well as about the same length of additional new construction), $695.5 million for a deepwater harbour at Tanga’s Mwambani Bay and $72.6 million for the development of the Musoma docks. From Musoma, inbound freight would continue by lake ferry to Port Bell in Uganda. Tanzania transport minister Omar Nundu says the project’s Uganda-Tanzania partnership plan includes rehabilitation and upgrading of the Port Bell pier, as well as construction of a new inland port at Kampala in Uganda. According to Nundu, the plan envisages Tanga and Musoma being dedicated to handling cargo destined for Uganda and Southern Sudan. From Port Bell, an existing railway runs some 735km via Tororo northwards and then west to Pakwach on the Nile. From

Railways Africa April 2011

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Gulu, about 100km east of Pakwach, a new line of roughly 250km would have to be constructed to Juba, and a further 550km from there to reach the Wåw railhead in Southern Sudan. Tanzanian President Jakaya Kikwete envisages the proposed new railway linking eventually with the port of Kisangani in the Democratic Republic of Congo. [Kisangani, well over 1,000km to the west from the western shore of Lake Victoria, functions as a port by virtue of its location on the Congo River. – Editor]

TAZARA IN-HOUSE CLEARING AT TAZARA The Tanzania Zambia Revenue Authority (TRA) has agreed to the Tanzania-Zambia Railway Authority (Tazara) reviving in-house

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clearing and forwarding (CF) to effect savings of more than $US70, 000 in annual expenses on CF agency fees. The railway will now be fully responsible for clearance of all Tazara imports. It is anticipated that by 2012, the CF unit would extend its services to the railway’s external import and export clients. Tazara is to enhance its efﬁciency by offering a complete logistics package, including the arranging of customs clearance, providing wagons, loading cargo and transporting it to any destination in the region.

ZAMBIA ZAMBIAN LINK TO BENGUELA LINE The African Development Bank (AfDB) is to consider funding rail improvements to reconnect Zambia to the Port of Lobito in Angola. This would facilitate regional and international trade especially for bulk cargo such as copper whose production is projected to rise to more than a million tonnes by 2015. For many decades during the twentieth century an important route to and from Zambia and what is now the Democratic Republic of Congo (DRC), the railway has been out of use for a long time. Rehabilitation of the line on the Angolan side of the border is currently approaching completion.

ZIMBABWE RAIL REGULATOR FOR NRZ Zimbabwe transport, communications and infrastructure development minister Nicholas Goche told an investor conference recently that the rail transport industry would soon be “liberalised.” Operations of the National Railways of Zimbabwe

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AFRICA UPDATE (NRZ) are to be refocused with new regulatory bodies and private players. “The NRZ is both operator and regulator. My ministry will separate the operations of the company from that of the regulator. We need a regulator to ensure a level playing ﬁeld for all companies who want to participate in the rail transport system,” the minister explained.

NRZ class DE6 diesel-electric loco (GE U20C). Photo: G Churcher.

NRZ TARGETS 6MTA The National Railways of Zimbabwe (NRZ) says freight tonnage carried is expected to rise by 58% to 6.4 million tonnes this year, driven by growth in industrial output and new business anticipated following resurgence in the mining and petroleum industries. Passenger train patronage is forecast to increase to 2.5 million (2.2 million in 2010). According to ofﬁcial statistics made available to the Financial Gazette, NRZ “failed to move 0.6 million tonnes out of 4.3mt booked in 2010”. At least $US750 million is required to rebuild the NRZ, according to ministry of ﬁnance statistics

quoted by the Gazette, with $59.9 million needed to remove speed restrictions, $284 million to rehabilitate tracks, $23.3 million

to re-electrify the Dabuka-Harare section and $83.9 million to purchase signalling and telecommunications equipment.

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RAILWAY HERITAGE

Preservation is A Vital Part of The Picture

By John Batwell

Sandstone’s Garratt extravaganza On 10 April, Sandstone succeeded in steaming four Garratts together on a 35-wagon train. The loco drivers came from Australia, Britain, and South Africa. In fact, without overseas drivers the event would not have been possible. The three class NGG16s and one class NGG13 represented four manufacturers Cockerill, Henschel, Hunslet and Beyer Peacock. The achievement was probably a record in the ﬁeld of railway preservation.

Reefsteamers, Germiston The commissioning of a new boiler for the magniﬁcent 60t Cowans Sheldon crane - owned by Sandstone Heritage Trust - is under way in the 15M workshop. With the cooperation of Reclam, the crane together with many spares was rescued from cutting up for scrap and brought to Reefsteamers for safe storage.

Friends of The Rail (FoTR), Pretoria FoTR’s 17 March train to Cullinan arrived there almost four hours late, due to operating shortcomings on the main-line. Passengers enjoyed little time in the diamond town (normally there is a fourhour layover), a planned TV shoot had to be abandoned and lunch bookings were turned upside down. The resultant poor publicity was the last thing the club needed in terms of marketing its operations during the rest of 2011. Over the last weekend in February, FoTR’s class 19D no 2650 fetched one of two GMAM Garratts dumped at Reefsteamers’ Germiston depot, for safe-keeping at Hermanstad. In blue and black REGM livery, no 4135 belongs to Ian Welch of the Mainline Steam Trust in New Zealand. FoTR has removed and stored all brass ﬁttings. In the course of the return run from Germiston, the opportunity was taken to bring back a replacement cab and smoke-deﬂector plates for class 15F no 3117, damaged in the derailment near Cullinan on 30 June 2010, following sleeper theft. The second class GMAM, no 4148, previously reported in this column as set for relocating, has since been cut up. Class GMAM Garratt no 4148 undergoing cutting at Germiston. Photo: D Knott.

Umgeni Steam Railway, KwaZulu-Natal A “sundowner” return run between Kloof and Inchanga - similar to the successful concept followed by Friends of The Rail in Gauteng - has been introduced. During 2011, major work is to be undertaken on both 3BR no 1486 and 19D 4-8-2 no 2685, as well as on a number of coaches. At the beginning of April, class A Dübs tank locomotive no 196 was loaded at Richards Bay harbour for relocation to Britain. In readiness for its arrival, North British preservation group members have made good progress at the Mizens Railway near Woking, clearing the ground for laying 1,067mm gauge track.

Dübs class A tank no 196 being loaded at Richards Bay harbour. Photo: Ken Livermore.

Atlantic Rail, Cape Town This group has expressed interest in caretaking the one-off class 26 4-8-4 no 3450, Red Devil. Whether the Transnet Heritage Foundation will buy into the envisaged arrangement remains to be seen. This year sees the 30th anniversary of this former class 25NC entering service in rebuilt form at Salt River, marking David Wardale’s ground-breaking contribution to modern steam technology. In comparative dynamometer tests, standard class 25NC no 3428 produced 3,037ihp at 75km/h; and the modiﬁed no 3450, a remarkable 4,492ihp. Meanwhile, Atlantic Rail has seen very pleasing loadings on its passenger trains to Simon’s Town behind North British-built class 24 2-8-4 no 3655. The operators enjoy a good working relationship with management of the local Metrorail system, over whose lines they run. Elsewhere in South Africa, clubs dependent on Metrorail and/or TFR goodwill have been less fortunate.

Railways Africa April 2011

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

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RAILWAY HERITAGE Steamnet 2000 prepares Garratt for NZ In March, former National Railways of Zimbabwe (NRZ) 4-6-4 + 4-6-4 class 15 Garratt no 398 was prepared for relocation to New Zealand. Originally Beyer Peacock Works no 7340/1950, the loco was refurbished by Zeco in Bulawayo in the 1980s. The owners - Steam Incorporated, represented by Russell Gibbard tasked preservation group Steamnet 2000 with dismantling and on-site preparatory work prior to shipping. Mike Du Plooy Consultants were appointed to manage the loading and all aspects of the move throughout - from Beaconsﬁeld depot (in Kimberley where Steamnet 2000 is based) to Paekakariki in North Island. The loco duly sailed from Durban, its expected arrival date in Wellington being circa 16 May.

Khami - in summer sunshine - while no 395 moved the veteran van to the other end of the train. On the return - as there is no turning facility at Khami – the Garratt worked in reverse. After arrival at Bulawayo station at 18:30, the train was shunted into the railway museum in Raylton, for dinner in the main hall.

Valentine’s Day steam special On 13 February, the National Railways of Zimbabwe (NRZ) ran a successful outing to Khami on the Plumtree section, to mark Valentine’s Day. The train left Bulawayo station at 16:00, behind class 15 no 395. Class 15 no 416 and class 16A no 611 were in steam on standby. The consist was twin diner nos 666/667 Zambezi (just ex-shops), museum 1st class coach no 1045; museum diner no 646 Kariba; diner no 660 and museum guard’s van no 2602. The train made a pretty, yesteryear picture with all stock in old Rhodesia Railways’ livery. The 60-plus passengers enjoyed afternoon tea, coffee or other refreshments from the bar. Most detrained at

National Railways of Zimbabwe class 15 Garratt no 395 at Khami with the Valentine’s Day special. Photo: C Rickwood.

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