ISSUE 4 // 2012
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RAILWAYS AFRICA / FOREWORD
Foreword
In West Africa, the ambitious scheme to build brand-new, double-track, standardgauge lines from Lagos in Nigeria – the multi-billion dollar project halted midstream in 2008 – is back on stream. This is incredible – they’ve only just finished rebuilding the original Cape-gauge track on the same main-line route. Further to the south, Zambia’s new government didn’t much like the idea of a concessioned railway, so ZR is back on what you might call home ground. Next door, we hear that Zimbabwe’s railways – which have certainly had their share of troubles - are to have a high-speed line from Bulawayo to Harare.
A high-speed line is very much on the cards in Morocco (real high-speed, almost twice the 160km/h to O R Tambo). Coal is big news in Mozambique; one 550km railway already running from Moatize, two more coming. Meanwhile China is really making tracks in Ethiopia, with several new lines on the go. All three of Angola’s railway systems, out of action for some twenty years thanks to the civil war, are running again this year. This too is largely thanks to China which has put up a whole stack of really great stations. One way or another, that’s quite a list of what you might call: Trains for Africa!
ISSUE 4 // 2012
“Always something new out of Africa: we’d no sooner heard that the length of manganese trains to Port Elizabeth is being doubled to 208 wagons behind distributed power than China announced it is to supply dual-voltage locos to South Africa.
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PUBLISHER Barbara Sheat EDITOR Rollo Dickson
BARBARA SHEAT Publisher / Railways Africa
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Issue 4 // 2012 Railways Africa
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Contents TRANSNET FREIGHT RAIL Transnet Freight Rail CEO Siyabonga Gama discusses TFR’s impressive investment programme and how his new Market Demand Strategy (MDS) impacts on the future of the South African railway system. He touches on the Swaziland link, the movement of manganese, increased general freight business aims, how crime affects the railway and many other important aspects.
6 Transnet Rail Engineering Germiston. Photo: Shaun Loureiro of Railways Africa.
Features TRANSNET FREIGHT RAIL Transnet Freight Rail’s Siyabonga Gama Elaborates on The Market Demand Strategy (MDS) as it Impacts on The Future of The South African Railway System 6
4
ALSTOM Country Specific Transport Solutions
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MOZAMBIQUE: NEW LINE Walking on Coal - A Proposed New Heavy-haul Rail Corridor for Export Coal in Mozambique
12
THE WESTLANDER Letter from Australia: A Trip On The Westlander – Brisbane To Charleville
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PLASSERAIL SOUTH AFRICA MFS Material Conveyor Systems
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Railways Africa Issue 4 // 2012
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Africa Update
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New Stations Inaugurated
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Turkish and Indian Help For Ethiopia-Djibouti Railway
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$1.49bn Nigerian Standard Gauge Contract
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Line Construction Through Swaziland to Start
29
Tunisia Gets Six New Locos
30
30 Railway Heritage Hilton Steam Heritage Association, KwaZulu-Natal
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Winter Steam Safari - Zimbabwe
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Wall Calendar 2013 Railways South Africa
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Reefsteamers’ Sunrise Photo Shoot
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End of the Line Proposed Chad Railway
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Issue 4 // 2012 Railways Africa
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TRANSNET FREIGHT RAIL
Transnet Freight Rail’s Siyabonga Gama Elaborates on The Market Demand Strategy (MDS) as it Impacts on The Future of The South African Railway System JOHN BATWELL catches up with TFR’s CEO face-to-face…
Transnet Freight Rail (TFR) CEO Siyabonga Gama told me during an interface session in his Parktown office suite in early July that he is really upbeat about “the rebirth” of South Africa’s railway system. This has been brought about by TFR unveiling its plans earlier this year to invest R206 billion in rail projects over the next seven years as part of a drive to treble revenues and support booming mineral exports. Of the R206bn, TFR will utilise R201bn, with engineering subsidiary Transnet Rail Engineering (TRE) taking up R5bn. A R300bn Market Demand Strategy (MDS) aims to expand South Africa’s rail, port and pipeline capacity to generate a significant increase in freight volumes (see Railways Africa issue 2/2012). In July, Transnet announced that it had representatives going to London. For example, an extended locomotive procurement programme planned by TFR could benefit from low interest rates from distressed overseas manufacturers desperate for growth.
The MDS means significant additional capacity will be required on the SishenSaldanha iron-ore line, while the newlyannounced Swazi-link project will relieve the congested Richards Bay coal corridor by providing an alternative route for general freight between Ermelo and the port, which is expanding rapidly to meet demand. In addition, Gama said, it would be useful as a bypass route in the event of derailments on the coal line. Currently, he explained,
every third movement on the corridor is a non-coal train. Considerable mineral traffic emanating from the Steelpoort area also endorses the need for another rail artery to Richards Bay. Commenting on Mozambique’s concern at the extent of export volumes moving by road from South Africa to Maputo (as opposed to far greater rail usage), Gama pointed to the constraints of the Maputo
The 143 General Electric class 43 dieselelectric locomotives - of the model C30ACi - are currently under assembly in Pretoria. Photo: C Baker.
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TRANSNET FREIGHT RAIL A run-on order of class 15E electric units is in situ for hauling TFR’s projected export tonnages on the iron ore corridor. Photo: A. Kritzinger.
harbour, as well as safety aspects along the route. Some 15-20 million tonnes of traffic do use this eastbound corridor to the Indian Ocean. Also, customer requests dictate the use of particular destinations and there are user-friendly considerations in the conditions at the various ports. With reference to manganese, Gama was emphatic that this export traffic is to continue using the Eastern Cape port of Ngqura, and will not be routed to Saldanha. Manganese export volumes are envisaged to catapult from the current 5.5m tonnes a year to 12mtpa by 2016/7. Of the R300bn MDS, R33bn was earmarked for the expansion and improvement of Transnet Port Terminals’ (TPT) bulk and container terminals. On the issue of General Freight Business (GFB) Transnet foresees overall rail freight volumes increasing from 200 to 350 million tons by 2019. In addition to substantial growth in mineral traffic, TFR projects the market share of intermodal rising from 79% to 92% by the end of the decade. With
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“A R300bn Market Demand Strategy
(MDS) aims to expand South Africa’s rail, port and pipeline capacity to generate a significant increase in freight volumes.
”
R140bn capex, the GFB - says Gama - has the greatest opportunity for growth and market share. It is planned to grow this business from 13% to 30% over the next seven years. This is a turnaround from Maria Ramos’s era in Transnet when the mineral corridors ruled the day. Agricultural products, chrome and granite are just three commodities that Gama identifies as definitely needing to be moved by rail. He reiterates that rail costs are 60% cheaper than those by road. As far as getting product out of railway yards to the customers’ door expeditiously, he says a number of trucking companies are now customers of Transnet and are striving for what he calls “terminal efficiency” – the movement of goods over “the last mile” to their destination. Specific commodity business units have been
created within TFR (see Railways Africa Issue 3/2012) to replace a regions-based operating business model. A dramatic success story for TFR is its Johannesburg-Durban route, known as Natcor (Natal Corridor). TFR has 34% of the market share on Natcor where it once held as little as 15%. There are now 22 container trains out of a total of 55 consists daily, and all Toyota’s motor vehicles are now moved by rail. Asked about volumes on the JohannesburgCape Town corridor, Gama mentioned problems caused by serious flooding in the Kamfersdam area near Kimberley which required specialist technical attention. Otherwise, this route lends itself well to
Issue 4 // 2012 Railways Africa
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TRANSNET FREIGHT RAIL fast-moving consumer goods, a market that still needs attention for corridor growth. The MDS allocates TFR R78bn over the next seven years for new locomotives. Around half of this amount is to be spent with local suppliers. Besides the current manufacturing of the environment-friendly General Electric class 43 locomotives in TRE’s workshops in Koedoespoort, Pretoria, tenders are imminent for 600 new electric units, 102 coal corridor-specific locos and an additional 465 diesels. “Six to seven” manufacturers have expressed interest in the electric units’ tender and the diesel procurement programme had interested the overseas faithfuls, General Electric and EMD. Such tender awards take cognisance of local supplier contributions. The General Electric C30ACi model locos on the assembly floor at TRE have 37% local content. Furthermore, this latest batch of diesel locomotives is technically designed to reduce emissions by 1,500 tonnes of carbon dioxide per annum. Regarding the issue of branch line concessioning, Gama acknowledges that little has been said publicly since the
initial Expressions of Interest (EOIs). Three branches have been firmed up, but one has to tread very carefully, he says, with such concessions. Transnet Freight Rail does not want to be party to what he calls “30-day wonders”, with concessionaires coming in blazing but quickly going under. He agrees that such concessions could precipitate job creation and opportunities for people in the relevant areas. TFR expertise would still be required of course and there are aspects like motive power and rolling stock refurbishment to consider. Asked about other rail operators being allowed to move product off a branch line to a destination that involved running on TFR tracks, Gama says this issue of “access” is on the cards but stringent requirements by the Rail Safety Regulator (RSR) would have to be met. Through the implementation of the MDS, Transnet expects revenues to increase from R46bn to R128bn by 2019. Besides the “bells and whistles” of new hardware and growing markets, Gama acknowledges that a huge challenge existed on the human resources front. With 34,000 employees, it has not been easy to change the mindset of people with the “nine-to-five” mentality
that characterises so many governmentoriented businesses, in order to buy into the MDS. Gama is happy however that mental attitudes are already far better than they were five years back. In his words, the organisation is witnessing “a new snake” moving from its old skin. And a talent nurturing programme is also in place. Crime is a massive problem afflicting TFR. According to Transnet security head Rodney Toka, there were 6,917 incidents of cable theft on the railway in the past three years. The nominal value of the stolen wire was some R95.5m but it cost R239m to replace. These figures take no account of the cost of train delays caused by the “theft plague”.
“Transnet foresees
overall rail freight volumes increasing from 200 to 350 million tons by 2019.
”
The Natal Corridor (Natcor) – TFR now has 34% market share where it once had as little as 15% on the Johannesburg-Durban route. Photo: C Baker.
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Imagine the Future...
COUNTRY SPECIFIC TRANSPORT SOLUTIONS Alstom has been part of the South African landscape for many years. While the name is synonymous with power generation, the company has also been involved in the country’s rail industry in the past. In the early years of its existence, most of Alstom’s products were manufactured in Europe. Over the years, the company has shifted its manufacturing from Europe to other parts of the world and today Alstom has established global manufacturing centres of excellence which involve strategic partnerships with local companies for the supply of products and services. With this evolution in its manufacturing base, Alstom has gained vast experience in assisting local companies to increase their manufacturing capabilities and bring about the changes necessary to meet the exacting demands of Alstom’s high quality standards. The lessons learned have been applied in South Africa where Alstom is active in the supply of key equipment to Eskom power stations. Alstom is now able to supply products which have a 50% local content, something which has been achieved by identifying suitable local partners and assisting them to grow and manage large contracts. Although identifying local partner companies with the requisite manufacturing capability might sound like a straightforward task,
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Railways Africa Issue 4 // 2012
many of the companies identified needed to be developed for example in the required quality and safety standards. A large part in this process was the transfer of skills from Alstom to local companies. Alstom is also funding a Chair in Clean Energy Systems Technology at the University of the Witwatersrand, to ensure that the group’s technology is transferred to South Africa’s engineers of the future. Under the auspices of its Foundation, Alstom has invested in various schools in South Africa where it contributes towards developing the youth, especially in the fields of environment, maths and science. This initiative gives these young people the opportunity to apply for bursaries and gain entry to universities. In these initiatives in the electrical power industry, the experience the company has gained has been positive. With the opportunities now being presented in the rail industry for the supply of new rolling stock, Alstom believes it is in a strong position to leverage their experience gained in the power industry to delivering optimum solutions for rail.
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ALSTOM
19879 TGV Duplex at a station with passengers boarding. Avignon, France, September 2006.
A Alstom Transport is currently present in 60 countries and employs 25,500 people. The company focuses on manufacturing rolling 2 sstock, signalling, services and infrastructure equipment, all fields in which it is able to offer its clients a turnkey solution.
becoming a national priority. A reliable inter-city and urban rail system would not only save energy and take some of the burden off South Africa’s over-taxed road network, but would be far safer than the current city and long-distance passenger transport options.
Trains Designed for Sustainable Development The threats to world climate today demand that the company be acutely aware of its impact on the environment. As a consequence, it is actively seeking ways to reduce its carbon footprint in all its activities.
Finally, the provision of passenger rail services involves more than providing people with the wherewithal to travel affordably and safely. It also empowers a country to create and manage a sustainable passenger transport industry, and stimulate economic development.
Research and improvements are being made in different areas : • More environmentally-friendly materials: An important consideration is the life-cycle of these materials, the ultimate aim being that 98% can be recycled. • Efficient use of energy: This is a key performance indicator for any railway. Here Alstom, with its vast knowledge in the power industry, has a clear understanding of the importance of both conserving energy and feeding this back into the grid. This can be done through regenerative braking or specially-designed sub-stations. • Acoustic comfort: The amount of noise pollution its trains create is being reduced by the application of advanced aerodynamics and improved design of the railway track. Inside the trains, this will reduce noise and vibration. • Hybrid traction: Alstom is carrying out research into trains powered by a combination of a small diesel engine and a battery (hybrid). It has been calculated that a hybrid shunting locomotive could have a 40% lower energy consumption. In a country such as South Africa, where electrical power is at a premium, any savings in electrical energy is welcome. Hence, the provision of energy-conserving rail transport is increasingly
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Alstom cares about the communities in which it operates. (Photo from Eco-Schools Project in Western Cape).
Issue 4 // 2012 Railways Africa
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MOZAMBIQUE: NEW LINE
WALKING ON COAL A Proposed New Heavy-haul Rail Corridor for Export Coal in Mozambique By John Batwell Kazakhstan-based Eurasian Natural Resources Corporation (ENRC) is planning to build a railway from the western Mozambican province of Tete to the northern Port of Nacala.
The forest cover and dry river bed in Zambezia. Photo: Mott MacDonald.
ENRC, General Manager Paul Craven explains, is one of the leading diversified natural resources groups with integrated mining, processing, energy, logistical and marketing operations. It operates in Kazakhstan, China, Russia, Brazil and Africa - specifically the Democratic Republic of Congo (DRC), Zambia, Mozambique and South Africa. ENRC’s strategy aims to bridge its current position, largely based in Kazakhstan, to future opportunities more broadly based in international mining. The group currently employs over 70, 000 people, of which 65,000 are located in Kazakhstan. Although ENRC has expanded across the globe and is quoted on the London stock exchange, its main assets remain located in Kazakhstan. Its other commitments on the African continent beside the Moatize project embrace non-ferrous activities. These incorporate the copper and cobalt assets of Boss Mining, SMKK, Chambishi Metals, a 50.5% stake in Camrose Resources Limited, a 14.35% stake in Northam Platinum, and a number of development projects in other metals across the continent. Since early 2012 these have also come to include the Frontier and Lonshi mines and related exploration interests in the DRC’s Katanga Province which were previously owned by First Quantum Minerals Ltd. Thermal coal is the premium product out of Mozambique with a huge demand from industrial behemoths India and China. The main problem facing companies investing in the vast deposits in Tete Province is moving the commodity to foreign markets. The existing
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railway to the port of Beira, the Sena Line, can only handle six million tonnes a year, with an outside possibility of doubling that figure if substantial improvements are made. The proposed ENRC railway in Mozambique, according to Craven speaking in Cape Town, is planned to handle an initial 60 million tonnes of coal a year. The 1,100km line will be additional to that being created by the Brazilian mining company Vale, which is well advanced in providing a continuous route from its open cast mine in Moatize by way of southern Malawi to link with the existing MalawiNacala railway. The estimated cost of this scheme is $US4bn and Vale is looking to move 18m tonnes per annum along the corridor. The new ENRC line, Craven says, will not involve Malawi as it will run entirely through Mozambican territory. He claims this will be both shorter and cheaper than the Vale route. It is hoped to complete the new railway by 2015, though a detailed route has still to be worked out and the required social and environmental impact studies made. Nacala is an attractive option, being generally regarded as the best deepwater harbour on the east African coast. Unlike Beira, Nacala does not require dredging, but existing rail lines provide no connection to this port from Tete. The ENRC, says Craven, will have port facilities at Nacala adjacent to those of Vale. He expects these to have an initial capacity for
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MOZAMBIQUE: NEW LINE 40 million tonnes of coal a year, rising to 60 million tonnes, with a possibility for expansion to 100 million tonnes at a later stage. ENRC has not mined any coal so far in Tete. It has 12 exploration licenses in the province, and is currently working on one at Estima, which is expected to produce 20 million tonnes of coal a year by 2015-16. Production is expected to rise to between 30 and 40 million tonnes a year by 2020. ENRC commissioned Mott MacDonald (Pty) Ltd, the South African division of the long-established British group, to undertake a pre- feasibility study (as well as the subsequent full study) of the proposed new railway across Mozambique. Mott MacDonald’s involvement in Mozambique spans many years, with a portfolio ranging from road projects to water supplies and storm-water management. The company has a presence in no less than 39 African countries.
Tete Province coal outcrop. Photo: Mott MacDonald.
Pointing out that the Moatize basin is poised to become the world’s main source of export coal. Mott MacDonald Project Leader Graham Bishop comments that one can literally walk on the coal, deposits being right on the surface in places. Mining groups other than ENRC active in the area include Vale’s Moatize, Rio Tinto’s Benga, the Zambeze and Tete East, the Revuboe, the Ncondezi, Beacon Hill’s Minas Moatize and the Jindal Steel & Power Songa sites. Mott MacDonald has been looking at the possibility of an additional arterial rail route to Nacala for some years. A cost analysis was undertaken in 2008, when four options were identified and
This is the type of heavy-haul transport of thermal coal by rail envisaged in Mozambique. Photo: Peter Reading.
“Thermal coal is the premium product out of Mozambique with a huge demand from industrial behemoths India and China.”
The hilly countryside that characterises Zambezia. Photo: Mott MacDonald.
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Issue 4 // 2012 Railways Africa
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MOZAMBIQUE: NEW LINE
The Shire River will require bridging. Photo: Mott MacDonald.
investigated, including a rail route through Malawi and the feasibility of carrying coal by barge down the Zambezi River to the sea. Both were discarded in favour of an entirely new railway through Mozambique. Since the new line will run to the north of the Zambezi River and ENRC’s mining licence is located on the southern side, a 40km conveyer-belt system will carry the coal over the river near Cahora Bassa to the railhead at Chiuta, for onward transport by rail to Nacala. The outline or reference design embraces route alignment, structures, the port and handling in the harbour. The hilly topography and in particular crossing the formidable Shire River make for some challenging engineering. No less than 27km of bridges and viaducts are envisaged, including one 8km in length across the Shire. Fortunately the design has managed to obviate the need for any tunnels, but high summer temperatures, malaria and snakes are all issues.
Brazilian mining giant Vale is currently using the Sena Line to the port of Beira in Mozambique. Photo: J Lee.
Geo-technical investigations are under way in 2012, with road access and construction camps earmarked for 2013. Physical work on earthworks will follow. Mott MacDonald are to be retained to oversee construction post-design. Two big engineering procurement and construction (EPC) projects are going to be required, with all the implications of operating the railway dealt with in due course. With little conďŹ dence in rail operating concessions following the indifferent recent experience in Mozambique, Kenya, Uganda and Tanzania, it has been decided to adopt a Build, Operate and Transfer (BOT) arrangement.
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Railways Africa Issue 4 // 2012
Rio Tinto is one of the current operators moving bulk coal on the Sena Line in Mozambique. Photo: M Torkington.
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MOZAMBIQUE: NEW LINE
The planners envisage 300-wagon trains running at a frequency of between 27-36 per week per direction in a 24-hour operation. There are to be crossing loops with a minimum length of 6km at 50-70 km intervals. A fleet of 3,500 wagons will be needed, and 100 locomotives. At the peak of the construction phase, it is anticipated that some 15, 000 people will be involved in the project. The Mozambique government is enthusiastic about distribution of wealth into areas where construction takes place and is insisting understandably on a significant percentage of local labour being used.
a ngw Lu a
Rovuma
Lake Malawi
Chipata
Pemba
Lichinga NACALA CORRIDOR
LILONGWE PROPOSED RAIL LINK
L. Caharo Bassa
Cuamba
TETE
MPHANDA NKUWA DAM PROJECT
HARARE
Moatize
Zam
Blantyre bez
BEIRA CORRIDOR
Mutare Chimoio
Rutenga
S a ve
Ponta Mamuaxi
Nampula
PROPOSED 1,435MM GAUGE RAIL ROUTE
Caia
Quelimane
MOZAMBIQUE Beira
ZIMBABWE
Nacala
Angoche
i
SENA LINE
Bazaruto I.
MOZAMBIQUE CHANNEL Tropic of Capricorn
SOUTH AFRICA
Inhambane
opo
The deadline date to move coal is 2015.
ZAMBIA
Limp
About 4km of line will be laid per day in a highly mechanised operation which Mott MacDonald says favours the choice of standard gauge, owing to the easier acquisition of building plant. Heavyduty, 68kg/m track will be used, to accommodate 32-tonne axle loads, similar to those on mega-haul Australian mineral trains.
TANZANIA
MALAWI
Mott MacDonald have opted for the 1,435mm gauge, as this makes possible a wagon capacity of 110 tonnes, coupled with the ready availability of global suppliers in terms of rolling stock and locomotive designs. The decision was also influenced by talk in countries like South Africa, Kenya, Tanzania and Mozambique favouring transition to standard gauge over the long term. The line is to be “an open corridor” for use by all players in the basin and the government requires that a passenger service be provided.
Chokwe Xai-Xai Mbombela Matola
MAPUTO CORRIDOR
MAPUTO
SWAZILAND
The rehabilitated 575km long Sena Line in Mozambique currently serves tonnage-restrained coal exports. This is Inhamitinga. Photo: S Currie.
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Issue 4 // 2012 Railways Africa
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THE WESTLANDER
Letter from Australia: A TRIP ON THE WESTLANDER – BRISBANE TO CHARLEVILLE By Bruno Martin
Having lived in Brisbane for the past 25 years and rarely travelled any great distance away from the coast, I decided it was time to venture west of the Great Divide to get a taste of the wide open spaces of “outback” Queensland. And what better way to go than on a leisurely journey on one of Queensland Rail’s long distance train services. QR’s Westlander service operates twice weekly to the regional centre of Charleville, the “Gateway to the Outback”, some 777km by rail from Brisbane.
Setting the scene: Brisbane’s Roma Street station on Tuesday evening 11 October 2011
With 18:00 approaching and still no train in sight on Platform 10, an announcement crackled over the PA system apologising
to passengers waiting for the Spirit of the Outback that the train was late leaving Mayne depot. The same announcement was repeated several times until the Spirit of the Outback arrived at 18:50, comprising 15 vehicles hauled by two diesel-electric locomotives. Passengers booked on this service wasted no time boarding and the train got under way at 19:00, now running 35 minutes behind the advertised departure time. Some 15 minutes later, the headlights appeared of diesel-electrics #2485H, followed by #1743D and a seven car consist comprising a baggage car, two first class sleepers, a club car, an economy class sleeper, a sitter car and a power car at the rear. With only 30 passengers waiting to board, I quickly headed to the front of the train to take a photograph for the record and then hastily made my way to my allocated twinette compartment B in car D, a first class sleeper. At 19:26 the train slowly glided out of Roma Street station to start its leisurely, 17 hour journey. An hour later, as the last lights of the outer suburbs of Ipswich receded into the distance, I made my way to the club car for some sustenance
Westlander at Roma Street Station.
1st Class twinette - day seating arrangement.
Interior of Club Car.
Back in 1954, the Westlander was the last of the air-conditioned Lander long distance passenger trains to be introduced to Queensland’s rail network. Then, the twice weekly service linked Brisbane with Cunnamulla (972km) and Quilpie (998km), two remote outposts in far west Queensland. At first the Westlander was diesel-hauled from Brisbane to Roma, where steam traction took over until displaced by diesel power in 1965. The Westlander was unique in that it was a mixed train carrying both freight and passengers which was divided into two sections at Charleville with each portion going to two different destinations: one part continued 200km to the south to Cunnamulla, while the other part branched off at Westgate and trundled 200km further west to Quilpie. This arrangement was maintained until 1995, after which it became a passenger only service which terminated at Charleville and road transport provided for travel to Cunnamulla and Quilpie.
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at 17:30. I’ve just come off a 111 Express Bus and making my way via the underpass to get to Platform 10 at the far end of the station, the starting point for all of Queensland Rail’s long distance passenger train services. Commuters stream past me heading for the platforms of the suburban trains above that will take them home after a long days’ work, while I, with my duffel bag in one hand and a cup of coffee in the other, approach the ticket barrier and pause briefly to show the attendant my long-distance train ticket. At the far end of the underpass a slow moving travelator brings me up to Platform 10 where I find dozens of passengers waiting. On Tuesdays there are three long distance passenger train services departing from Roma Street station: the Tilt Train leaves at 16:55 for Bundaberg, followed by the Spirit of the Outback for Longreach at 18:25 and finally, the train I was booked on, the Westlander for Charleville, at 19:15.
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THE WESTLANDER and refreshments. While the club car does not offer silver “a la carte” catering, the food and service was good and made even more enjoyable by the friendly lady behind the counter who finished each sentence with “no worries, daahlin”.
stations. The 600km stretch of the railway was completed in stages and opened to Charleville on 1 March 1888. While the main-line crept steadily westwards, a junction was formed outside of Toowoomba for the Southern Line which reached Wallangarra at the state border with New South Wales in 1887. The following year, the New South Wales Government Railways opened their standard gauge line to the state border, thus providing a rail service, albeit with a break of gauge, between Brisbane and Sydney.
At this stage I must briefly digress to provide a bit of railway history: Ipswich is the birthplace of Queensland Rail; it is from here that the first stretch of railway was opened on 31 July 1865 to Bigge’s Camp, the present day Grandchester, 34km to the west. Of particular significance is the fact that this is the earliest recorded use of the 3ft 6in or 1,067mm gauge for a governmentowned, main-line railway anywhere in the world. The 92km extension to Toowoomba, which entailed the difficult crossing of the Little Liverpool Range and the ascent of the Toowoomba Range, was opened in 1867.
bricks. Steam locomotive crews were left gasping for air by the heat and sulphurous fumes in the close confines of the bore. The restricted clearance affected the transport of containers until the floor of the Victoria tunnel was lowered in 1985. Plans to eliminate the tunnels were drawn up in 1960, and another study in 2002 identified a new alignment, including a 5km tunnel under the Toowoomba Range, but nothing has transpired and so much of the original route remains in use today. After leaving the Victoria tunnel, the double track continues on an easy grade and passes through the towns of Laidley, Gatton, Grantham and Helidon. These towns were severely affected by one of Queenland’s greatest natural disasters on 10 January 2011: the runoff from the torrential rain falling on the Great Dividing Range unleashed a 10-metre high wall of water, described by one witness as an “inland tsunami”, which swept through the Lockyer valley consuming everything in its path and claiming the lives of 27 residents. The damage to the rail infrastructure was immense: it cost A$30 million to repair
Mitchell Station - note overgrown track.
Typical landscape west of Morven - Mulga.
Cosmos Centre & Observatory, Charleville.
Augathella
er Riv
War rego
Cunnamulla
Paro o
ne lon Ba
NEW
QUEENSLAN D SOUTH W ALES
100
200
kilometres
Hebel
n de
h
en
Macalister
Dalby
St George
Dirranbandi
Warra
Bowenville Jondaryan
Toowoomba
Oakey
Millmerran Talwood
Thallon
Goondiwindi
Maryborough Tin Can Bay
Gympie Kingaroy Nanango
Warwick
R ANGE
Bollon
Brigalow
Glenmorgan Moonie
Eulo
Hungerford
Darling Downs
Chinchilla
G DIN VI
Surat
Miles
Bi Murgon
DI
Wyandra
Thargomindah
0
Roma
ll a umbi Wall son J a ck a b Yul e ca D ul a
Ga
T
Ri ve r
Muckadilla
Amby aranoa M Maranoa
Bu lloo
Mungallala
R
Wandoan
Mitchell
A
Cheepie
Morven
E
Westgate
gg
Cooladdi
Hervey Bay
Mundubbera
G
Riv er
Quilpie
Childers
da
Charleville
Eidsvold
Taroom
Injune
yn
River
Riv er
Even before the rails had reached Toowoomba, the Queensland Government approved the extension of the Western line across the fertile black soil plains of the Darling Downs to the semi-arid region beyond supporting vast sheep and cattle
Now on with the trip: After leaving Grandchester, the double line merges to a single track for the ascent of the Little Liverpool Range on a 1:50 grade with 101 metre radius curves, (negotiated at 30km/h), and two tunnels, one of 120 metres on a curve and the 537 metre long Victoria tunnel. Completed in 1865, the legacy of the Victoria tunnel’s restricted clearance continues to haunt QR to the present day. At the time of construction it was discovered that the strata was not as secure as first thought and it was necessary to line the tunnel’s walls with three rows of
Kilcoy
Caboolture
Esk
ton Gat ley Laid
BRISBANE
Ipswich Gold Coast
Inglewood
Stanthorpe
Route of the Westlander Former Westlander routes Other operating railways Out of service / closed Road network
Noosa Nambour Caloundra
Darwin Queensland
AUSTRALIA Perth
Brisbane Can ber ra Sydney e aid Adel ne our Hobart Melb
MAP GRAPHIC PRODUCED BY BRUNO MARTIN 10/2011
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Issue 4 // 2012 Railways Africa
17
THE WESTLANDER Iconic Corones Hotel, Wills Street, Charleville.
30km of track. Rail services were reopened to freight on 28 March, while the Westlander service re-commenced on 19 April 2011. After passing Murphy’s Creek station, the gutsy roar of the diesel-electrics and the train’s reduced speed signified that the climb on a sustained 1:50 grade had begun in earnest. The 30km long ascent embodies nine short tunnels, 157 cuttings, 126 curves, the tightest down to 5 chains (100.5 metres) radius to reach Toowoomba, 586 metres above sea level and 161km from Roma Street station. After a 10 minute stop, the train departed at 23:45, then clattered its way through the night across the rich farmlands of the Darling Downs in a north-westerly direction, passing through the towns of Oakey, Dalby, Chinchilla and Miles before turning due west. I could hardly say I slept soundly. By dawn I was convinced I had felt every buckle and join in the track. Shortly before 06:00 the train arrived at Roma, some 512km from Brisbane, where a few of the early risers (like me) got off to stretch their legs and enjoy the cool morning air. At 06:30 we set off again – time to head for the club car for a hearty breakfast.
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Railways Africa Issue 4 // 2012
Mitchell was reached at 08:00 and after a 20 minute layover we were on our way again. On the outskirts of town the line crosses the Maranoa, one of the major rivers of the area, after which the black soil agricultural land is left behind as the landscape gives way to what is known as “Mulga Country” - vast tussock-grass plains dotted with hardy bushes and trees stretching to the horizon. The Mulga is just one of the hardy tree species that survives the harsh climate where daytime temperature soars well above 40 degrees in summer and drops into minus on winter mornings. The train pulled in at Morven at 10:00, the last place of any note before reaching Charleville at 11:45.
I was met at the station by a driver of Charleville Taxis and transferred to my accommodation at the Waltzing Matilda Motel. Being booked on an all inclusive “Cruisin’ Charleville Taxi Tour” all sightseeing activities and transport for the next two days were pre-arranged. My itinerary included a guided walking tour around the town centre and in the evening a visit to the Wild Life Centre to see the endangered Bilbies, a carnivorous marsupial, bred in captivity at the centre and then released into a 25 square kilometre fenced enclosure in the Currawinya National Park to ensure the survival of the species. Afterwards I enjoyed my dinner at the Corones Hotel, an
Westlander ready to depart from Charleville.
Westlander at Toowoomba station.
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THE WESTLANDER iconic building with wide verandas and interior furnishings of 19th century charm. The next morning I was taken to the weather station at the airport to see how the weather information is collected and collated, followed by an extended tour of the airport reserve, which played an important role during WW2. The US armed forces took control in 1942 and established a large air base. The highlight that evening was “star gazing” through the powerful telescopes at the Cosmos Centre and Observatory. The third day started with a visit to the school of long-distance education, to learn how students, who live hundreds of kilometres away from their classroom, receive their education by communicating with their teachers on satellite phones and the internet. A film and photographic display at the Royal Flying Doctor Service’s Visitor Centre gave an insight into how medical care is provided to remote outback communities. All too soon, time was up and the taxi brought me back to the station at 17:00. With only 18 passengers booked for the return journey, the low patronage of the service is rather disconcerting and one wonders whether the days of the Westlander may well be numbered. At around midnight, we had the most spectacular lightning display followed by torrential rain. We arrived at Toowoomba at 07:00 where the train service terminated because the line to Ipswich was closed for maintenance work over the weekend. The remainder of the trip back to Brisbane was by road coach. I was looking forward to seeing the descent of the Great Dividing Range, but that was not to be. In all, it was a most enjoyable trip and I look forward to repeating it again if QR keeps the service running. Darwin QUEENSLAND
Brisbane
Can ber ra Sydney e aid Adel ne our Hobart Melb
Departing
Tue & Thu
Brisbane (Roma St)
7.15 pm
Corinda
7.45 pm
Ipswich
8.14 pm
Rosewood
8.30 pm
Laidley
9.01 pm
Gatton
9.15 pm
Helidon
9.32 pm
Toowoomba
11.20 pm
Wed & Fri Oakey
12.17 am
Dalby
1.11 am
Chinchilla
2.37 am
Miles
3.28 am
Traveltrain services
Yuleba
4.56 am
Sunlander / Queenslander (1681km) Tilt Train Brisbane - Cairns (1681km) Brisbane - Rockhampton (622km)
Wallumbilla
5.19 am
Roma
6.31 am
Mitchell
8.19 am
Spirit of the Outback (1325km) The Inlander (977km) The Westlander (777km)
Morven
10.13 am
Charleville arrive
12.00 pm
QUEENSLAND RAIL NETWORK
AUSTRALIA Perth
Brisbane to Charleville Westbound
Tourist trains Cairns
Kuranda Normanton
Croydon Forsyth
Mount Isa
Innisfail
Kuranda Scenic Railway (34km) Gulflander (152km) Savannahlander (423km) Other passenger lines
Ingham
Freight lines Townsville Ayr Bowen Richmond Charters Towers Hughenden Mackay
Cloncurry
Q U EWinton ENSLAND Longreach
Clermont Barcaldine
Quilpie
Charleville Mitchell
Cunnamulla
Dirranbandi MAP GRAPHIC PRODUCED BY BRUNO MARTIN - 2010
Rockhampton Gladstone
Mundubbera Roma Miles
Bundaberg Maryborough Gympie
Dalby BRISBANE Toowoomba Gold Coast Goondiwindi Warwick Stanthorpe
Bruno Martin, a noted cartographer and long-standing contributor to Railways Africa, was born in Switzerland and lived for many years in South Africa.
www.railwaysafrica.com
Departing
Wed & Fri
Charleville depart
6.15 pm
Morven
8.02 pm
Mitchell
9.47 pm
Roma
11.37 pm
Thu & Sat Emerald
Blackall Springsure Moura
Yaraka
Charleville to Brisbane Eastbound
Wallumbilla
12.23 am
Yuleba
12.43 am
Miles
2.23 am
Chinchilla
3.20 am
Dalby
4.55 am
Oakey
6.05 am
Toowoomba
7.00 am
Helidon
8.41 am
Gatton
9.01 am
Laidley
9.18 am
Rosewood
9.52 am
Ipswich
10.19 am
Corinda
10.47 am
Brisbane (Roma St) arrive
11.15 am
Issue 4 // 2012 Railways Africa
19
PLASSER SOUTH AFRICA
MFS MATERIAL CONVEYOR SYSTEMS Figure 1: RM900 ballast cleaning machine spoiling into MFS38 spoil conveyor systems.
1. INTRODUCTION Spoiling the ďŹ nes screened from the ballast bed alongside the track has numerous disadvantages including: • environmental pollution due to the use of toxic herbicides in the ballast for weed control; • the blocking of drains; • landslides with resulting track structural instability due to the added weight of the spoil when spoiling down an embankment; • covering of services such as cables and signal boxes causing additional maintenance restrictions and problems.
2.1 Conventional MFS spoil conveyor wagons The MFS is an open, high-sided hopper wagon, with a oor-mounted main conveyor belt which covers the entire width of the hopper and wear-resistant sheets on the inner sides of the hopper. Each MFS wagon is equipped with its own diesel engine to drive the conveyor belts. The rotation speed of this purpose-designed and wearresistant conveyor belt can be controlled. In addition, the hopper wagon is equipped with a slewing transfer conveyor belt at the one end which operates independently from the oor conveyor belt to either transfer its load forward, or discharge its load to the side.
These and many more problems put pressure on railway owners to remove the spoil to approved and controlled spoil sites. In the early days, standard railway wagons and later rudimentary systems with overhead conveyor belts were used. However, these “solutions� to the problem were unsafe and caused delays and costly premature stoppages of the ballast cleaning operation. Plasser & Theurer therefore developed the MFS conveyor system which is today extensively used all over the world as well as here in South Africa by Transnet and Metrorail. The MFS concept has evolved with different specialised designs becoming available and more and more uses for the MFS conveyor systems are being investigated in respect of their productivity, safety and cost-effectiveness.
2. MFS CONVEYOR SYSTEMS The MFS conveyor system is currently available in South Africa with a 24, 26 or 38m3 hopper, depending on the application requirements. MFS wagons for spoil removal are not self-propelled though a special self-propelled unit has been developed and the MFS 40 ZW with crawler tracks is also self-propelled when off-track.
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Railways Africa Issue 4 // 2012
%
# " $
" $
!
!
Figure 2: Layout of the MFS 38 conveyor systems.
The transferring, slewing and discharging ability is the strength of the MFS as a spoil removal system when working with the ballast cleaner. In the following process description, three wagons are used. However, the number of wagons used in practice depends on the distance to the spoil disposal site and the tractive limit of the locomotive. •
The MFS wagons arrive on site in train formation together with the ballast cleaner, ballast wagons and a tractor loader on the
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PLASSER SOUTH AFRICA runner wagon. The runner wagon is required due to the transfer and discharge conveyor belt protruding over the buffer (refer to Figure 2) and also to transport the tractor loader which is used at the spoil disposal site to level the spoiled material. •
The ballast cleaner excavates the ballast down to formation level and separates the ballast which fits within the ballast stone envelope from the fine material. Spoil is discharged into the hopper closest to the ballast cleaner (MFS 1 in Figure 6). The main floor-mounted conveyor belt is set to a high speed to transfer the spoil to the next hopper as fast as it is received, using the transfer conveyor belt. Figure 4: The conveyor is set to a high speed, to transfer the spoil to the next hopper.
Figure 3: The spoil is transferred from hopper to hopper, to the last hopper.
The spoil is transferred from hopper to hopper to the last hopper in the train (MFS 3 of Figure 6). The speed of the floormounted conveyor belt of the last hopper is controlled by the operator, to fill it to capacity.
•
When the last hopper is full, the slewing transfer conveyor belt of the second last unit is switched off and the rotation speed of that floor conveyor belt controlled to allow it to fill to capacity. When the second-last unit is full, the next hopper will be filled to capacity. This process of filling the hoppers will continue until a predetermined number of hoppers are
Figure 5: Filling of the last hopper to capacity by slowing down the conveyor belt.
Figure 6: The last MFS wagon is filled to capacity.
KEEPING AIR FLOWING EFFICIENTLY
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Tel: +27 (0)12 653 4595
105 Theuns Street, Hennopspark, Centurion, 0157
Fax: +27 (0)12 653 6841
PO Box 51063, Wierda Park, 0149, South Africa
Email: sales@vherail.co.za
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•
Issue 4 // 2012 Railways Africa
21
PLASSER SOUTH AFRICA full. This predetermined number depends on the distance to a suitable spoiling site where the hoppers can be emptied. The further the spoiling site, the more hoppers need to stay behind with the ballast cleaner, so as not to stop the ballast cleaning process prematurely. •
The full units are uncoupled and moved to the demarcated spoiling site while the ballast cleaner continues to screen and discharge spoil into the remaining units, with the floor conveyor belts controlled to fill them to capacity.
loader remains behind at the spoil site to stockpile or load the spoil into trucks.
Figure 9: Empty wagons return to ballast cleaning site.
•
The content of the units that remained behind with the ballast cleaner is transferred again to the last unit. This process of filling and emptying can continue uninterruptedly without affecting the ballast cleaning operation.
Figure 7: Full wagons are uncoupled and hauled to the spoil site.
•
At the spoiling site the MFS wagons slew their transfer conveyor belts to the side and discharge their loads of approximately 38m3 to a stockpile 4,400mm from track centre. All the wagons can be emptied simultaneously within approximately 6 minutes.
Figure 10: The content of the units that remained behind is transferred to the last unit.
2.2 Self-propelled MFS Even when the environmental conditions on a particular track section permit a ballast-cleaning machine to spoil to the side, there are conditions where this is not possible due to space constraints such as inside a tunnel, in a cutting, on some banks or on a bridge. Here MFS wagons will be required but this would require a locomotive to haul the spoil wagon/s out of the tunnel, cutting, bank or bridge to be emptied. This would be very uneconomical, especially with the limited availability of locomotives.
Figure 8: MFS wagon contents are disposed by slewing the transfer conveyor belt to the side.
With this in mind, Plasser South Africa developed the self-propelled MFS 24 to carry out both the functions of the spoil wagon and the locomotive in these restricted areas. The self-propelled MFS wagon has a hopper capacity of 24m3 and a driver’s cab for piloting purposes. A 26m3 MFS wagon, the MFS 26, has been developed to work with the self-propelled MFS. This set of wagons works on the same principle as conventional MFS wagons.
2.3 MFS wagons with crawler tracks •
The empty wagons return to the working site where they can be coupled to the wagons that remained behind. The tractor
Standard railbound MFS wagons have been fitted with crawler tracks by Plasser & Theurer in Europe, to move off-track under their
Figure 11: MFS 26 and self-propelled MFS 24 wagons.
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Railways Africa Issue 4 // 2012
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PLASSER SOUTH AFRICA Figure 12: MFS40ZW wagon travelling on crawler tracks to the end of the excavation.
own power. There it is known as the MFS 40 ZW (Figure 12). This allows the MFS wagon to move into an excavation at, for example, major track rehabilitation sites to allow efficient and uninterrupted removal of huge volumes of excavated material. Similarly, the MFS wagon can also be used to offload new backfill material or ballast. This feature opens many possibilities for major formation rehabilitation work to be carried out on the coal line and other major lines in South Africa over the next few decades.
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•
At least two MFS 40 ZW wagons arrive at the excavation as part of the train (which includes conventional railbound MFS wagons) on their rail bogies. At the excavation the crawler tracks are hydraulically lowered, lifting the bogies clear of the rail. The two wagons move into the excavation gap under their own power on the crawler tracks towards the excavator.
Issue 4 // 2012 Railways Africa
23
PLASSER SOUTH AFRICA can continue uninterruptedly without delaying the excavating process.
Figure 17: The spoil that collected in the wagon that remained behind is transferred to the returning empty wagon.
This process has plenty of potential for future construction and rehabilitation work, especially on banks and in cuttings where tipper trucks have difďŹ culty reaching the excavator and/or pass one another in a narrow and perhaps long excavation.
3. OTHER APPLICATIONS OF MFS WAGONS
Figure 13: Crawler tracks are lowered.
•
The excavator loads the excavated material into the ďŹ rst MFS 40 ZW wagon. The oor conveyor belt transfers the spoil to the second MFS 40 ZW with the oor conveyor belt controlled to ďŹ ll it to capacity.
The MFS range of conveyor systems is known for its superior spoil conveying capabilities from ballast cleaning sites. However, the system is very versatile and also ideally suited for the conveying and ofoading of new backďŹ ll material and ballast at rehabilitation sites.
3.1 Ofoading backďŹ ll material
Figure 14: Two MFS 40 ZW wagons move into the excavation gap on their crawler tracks.
•
Once the second wagon is full, it is uncoupled and travels to the end of the excavation on its crawler tracks. Conventional railbound MFS wagons are waiting to receive the spoil from the MFS 40 ZW wagon. During this process the MFS 40 ZW that stays behind with the excavator can be loaded to capacity. Depending on the length of the excavation, more than two MFS 40 ZW wagons can be used, similar to the conventional railbound process.
Figure 15: Once wagon 2 is full, it travels to the end of the excavation and transfers its load into railbound wagons.
•
The empty wagon returns to the excavator. Depending on circumstances, the spoil in the railbound MFS wagons can also be transferred to the last wagon in the train consist, or the railbound wagon can be hauled away to be emptied at a spoil site, end of a cutting etc.
During formation rehabilitation, very large volumes of backďŹ ll material must be ofoaded - especially on the coal line where as much as 3.2m3 of layered backďŹ ll material can be ofoaded per metre. In a 10km rehabilitation section, which is common on the coal line, 32,000m3 or 3,200 tipper truckloads of backďŹ ll material must be ofoaded. Using MFS wagons to bring in the backďŹ ll material where double lines are available will reduce the time for backďŹ lling and layer works considerably, allowing the line to be reopened for trafďŹ c much more quickly. Under the protection of a short occupation on the adjacent line, MFS wagons ďŹ lled with graded backďŹ ll material will be shunted in. The transfer conveyor belts of the MFS wagons will be slewed over the construction area and the backďŹ ll material ofoaded simultaneously from all the MFS wagons straight into the excavation while the MFS wagons are shunted along the excavation gap, spreading the material evenly in the length to the required layer thickness. This process is illustrated in Figure 18. If for example twenty MFS wagons are utilised at 38m3 per wagon, nearly one kilometre of a 200mm layer can be ofoaded within 30 to 60 minutes. This would have required approximately 80 tipper truck loads over a two-day period to achieve the same result. The added value is the evenness of the ofoading process which reduces the levelling time and also prevents the tipper trucks from travelling on the compacted subgrade. This process is already used in Europe (Figure 19).
Figure 16: The empty wagons return to the excavation.
•
When the empty wagon arrives at the excavator, the load in the remaining MFS 40 ZW is transferred to it. This process
When geo-cells are used to strengthen the formation (Figure 20), the fact that vehicles cannot drive on the geo-cells complicates the ofoading process. Back tipping is required which slows down
Figure 18: Using MFS wagons to import backďŹ lling material from the adjacent line.
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Railways Africa Issue 4 // 2012
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PLASSER SOUTH AFRICA
Figure 20: The use of geo-cells forn formation strength.
Figure 19: Using MFS wagons to offload backfill material.
the formation rehabilitation process substantially and delays the reopening of the line for traffic. Back tipping refers to the activity where backfill material is offloaded from one end and the use of earthmoving equipment to level and fill the cells before the next load can be offloaded.
3.2 Offloading ballast Offloading the first layer of ballast poses a similar problem. The layer works would have been perfectly levelled and compacted to specification. Travelling with tipper trucks on the formation would damage the layer works and cause indentations which are potential areas for water ponding. Similar to the offloading of backfill material, the MFS wagons can be filled with ballast stone and the same offloading process from the adjacent line followed to quickly and evenly spread the first ballast stone layer, causing no damage to the formation layer and in a time that cannot be equalled.
Figure 21: Back tipping required.
4. CONCLUSION The MFS range of conveyor systems has moved beyond being the ultimate in spoil removal from ballast cleaning operations. With the addition of self-propelled and MFS wagons fitted with crawler tracks and using these wagons for material offloading as well, the MFS range is a very versatile piece of machinery which benefits the environment, track downtime and costs.
Every Track. Dedicated support for the Rail industry including engines, parts, service and consumables.
Gerhard Pogieter Marine and Rail Segment Lead
AFRICA UPDATE
AFRICA UPDATE ANGOLA
NEW STATIONS INAUGURATED
BENGUELA RAILWAY BACK IN ACTION
On 13 July, ten new stations on Caminhos de ferro de Luanda (CFL) in the Malanje and Kwanza-Norte provinces were inaugurated by Angolan Transport Minister Augusto da Silva Tomás: Lombe, Zanga, Cacuso, Cambunze, Quizenga, Lucala, Ndalatando, Canhoca, Luinha and Ndalahui. On 23 July, da Silva Tomás inaugurated seven new stations on Caminhos de ferro de Moçamedes (CFM) in Angola’s Huila Province. These were at Mapunda, Arimba, Chanja, Dongo, Tuntum, Jamba and Carvalhais, within a distance of 318km extending from Lubango, capital of Huila Province, to Jamba.
The return of much of the Benguela Railway to freight conveyance is already boosting economic activity in the region, businessman Principe Eduardo told the Angolan news agency Angop. Caminhos de ferro de Benguela (CFB) is currently in operation between the coast and Kuito (582km). It is hoped to extend service to the rest of the line within the next 12 months. CFB CEO Carlos Gomes told journalists he hopes to have the Luena-Luau section complete by the end of 2012, including the provision of two bridges. Luau lies 20km from the DRC border.
CFB’s impressive new station at Kuito, 582km from the Atlantic coast. Photo: Anton van Schalkwyk.
New CFM station at Dongo junction, 500km from the Atlantic coast. Photo: Anton van Schalkwyk.
BILLIONS SPENT ON ANGOLAN RESTORATION
MORE NEW ANGOLAN STATIONS INAUGURATED
At recent functions to mark the opening of ten stations in the Malanje and Kwanza Norte provinces east of Luanda, Angolan Transport Minister Augusto da Silva Tomás disclosed that some $US3.3 billion has been spent on reconstructing the railways from Luanda, Benguela and Moçâmedes. The minister was accompanied at the functions by Provincial Governors Boaventura Cardoso (Malanje) and Henrique Andre Junior (Kwanza Norte).
On 7 August, Angolan Minister of Transport Augusto da Silva Tomás officially inaugurated seven newly built stations on Caminhos de ferro de Luanda (CFL). This marked the end of the first phase of the project that involved construction of 20 stations on the LuandaBengo/Kwanza-Norte-Malanje route. In June 2012, the minister inaugurated nine new stations - Viana, Kapalanga, Entroncamento, Baia, Catete, Barraca, Zenza to Itombe, Cassualala and Dondo.
4,000 RAIL-RELATED JOBS IN ANGOLA Zenza
Luanda
Malanje
Dondo
ANGOLA
ATLANTIC Lobito Benguela
DRC Luau
Speaking during a train journey from Angola’s south-western Namibe province to Lubango in southern Huila province on 12 August, Angolan minister of transport Augusto da Silva Tomás said that the revival of the country’s three rail systems is going to provide
Dilolo
Camacupa Luena
Caaia
Kuito Huambo
Cubal Lubango
Dongo
Menongue
Namibe Chamutete
Chiange
Km 300
ZAMBIA Oshikango Ondangwa NAMIBIA Tsumeb
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Railways Africa Issue 4 // 2012
BOTSWANA Newly-laid track (29 June 2012) on Caminhos de ferro de Moçamedes (CFM) showing electric signals at the approach to a passing loop and rural station. Photo: Anton van Schalkwyk.
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AFRICA UPDATE more than 4,000 jobs in the sector. The minister inaugurated new stations on Caminhos de ferro de Moçamedes (CFM) at Raposeira, Caraculo, Luso, Assunção, Chela, and Bibala. CFM Chairman Daniel Pedro Paxe said daily train operation is to start once all stations have been officially inaugurated. The minimum fare is to be Akz50 (equivalent to 50 US cents), the Angolan press agency reports.
KENYA RVR UPGRADE Rift Valley Railways (RVR), the concessionaire operating the railway from Mombasa through Nairobi to Kampala, recently took delivery of equipment and materials worth some $US19 million from KEC International Ltd, an engineering, procurement and construction concern in India. This will enable RVR to proceed with renovating a 70km section of the 530km line between Mombasa and Nairobi. The reconstruction of culverts between Busembatia and Jinja in Uganda at a cost of $4.9 million is expected to be complete by December 2012.
MOROCCO CASABLANCA TRAM OPERATOR
Menongue station, endpoint of Caminhos de ferro de Moçamedes (CFM). Photo: Anton van Schalkwyk.
ETHIOPIA
A consortium comprising RATP Developpement, Caisse de Dépôt et de Gestion du Maroc and Transinvest has been appointed by Casablanca transport authority Casa Transports to operate and maintain the city’s new tram system, due to open on 12 December. The five-year contract is worth €70 million. RATP Dev appears to be in line for a further €20m if selected to maintain the 74 Citadis trams to be supplied by Alstom.
CHINA & TURKEY SIGN DJIBOUTI RAIL DEALS
MOZAMBIQUE
The firm Yapi Merkezi of Turkey is to construct a $US1.7 billion line within 42 months to Djibouti’s third port Tadjourah, which is currently under construction. The China Communications Construction Company is to build a different section of the same line to Tadjourah for $US1.5 billion. The two contracts were signed recently with the Ethiopian Railways Corporation (ERC), which will gain an outlet to the sea separate from the existing harbour in Djibouti.
VALE & CFM TO JOINTLY OPERATE NORTH CORRIDOR
TURKISH AND INDIAN HELP FOR ETHIOPIA-DJIBOUTI RAILWAY The Overseas Infrastructure Alliance (OIA), an Indian company, has been awarded a $US78 million contract for the design and survey of the planned new Mekelle-Djibouti railway by the Ethiopian government. The signing was followed by the extension of a $300 million line of credit by the Indian government in support of the rail project. A Turkish firm is to build a section of the line for $US1.7 billion. Chinese companies hold contracts to completely reconstruct the rest of the line to Addis Ababa, the Ethiopian capital.
GHANA RAILWAY RENOVATION The government of Ghana envisages a public-private partnership undertaking a comprehensive project to renovate the run-down western, eastern and central railways, which have a total route length of 977km. Investment of about $US303 million is needed, according to pre-feasibility studies by the ministry of transport. The western line serves the port at Takoradi. The eastern line serves the Port of Tema at Accra. The central line, long out of use, links the other two. The acquisition of new locomotives is included in the project, as well as container flats and wagons for the conveyance of minerals. The replacement of infrastructure including track, signalling and telecommunications is also involved. For information on investment opportunities: http://www.tradeinvestafrica.com/investment_ opportunities/1338491.htm
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The large Brazilian mining group Vale is to operate Mozambique’s northern corridor line to Nacala jointly with Caminhos de ferro do Moçambique (CFM – the state railway & harbours). Vale owns 80% of the newly formed company CLIN (Northern Integrated Logistical Corridor). The remaining 20% is owned by CFM. On 10 July, the Mozambican government approved the lease to CLIN of “everything new that is to be built”. This includes two new portions of rail construction. The first comprises some 140km from a point on CFM’s existing Sena line to a new junction near Limbe in Malawi. The second will be a short spur running to Ponta Mamuaxi (on the western side of Nacala bay, opposite the existing port of Nacala), from Mossuril on the existing northern line from Malawi to Nacala. Though the complete route from the Moatize coalfields to Nacala will pass through Malawi, that country will not own a part of CLIN. Vale signed a separate rail concession contract with the Malawian government in December 2011. The government also approved a lease to CLIN of the new coal terminal to be built at Nacala-a-Velha. In effect, there will be two deep water ports at Nacala, the existing facility and a new harbour dedicated exclusively to coal exports. According to Deputy Mozambican Justice Minister Alberto Nkutumula, the total cost of the new terminal together with the two sections of railway will be about $US1.5 billion. Construction, to begin before the end of 2012, is estimated to take three years. After the work is complete, Nkutumula explains, “there will be opportunities for Mozambican companies and citizens to acquire 5% of the CLIN capital. Later, CFM will gradually increase its holding in CLIN up to a maximum of 50%”. The railway will be able to move 40 million tonnes of coal a year, Nkutumula says - about 30 million tonnes from the Vale mine, with the opportunity to move 10mta mined by other companies, or be used for the transport of people and goods”.
Issue 4 // 2012 Railways Africa
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AFRICA UPDATE In September 2011, Vale exercised an option to buy a 51% stake in Sociedade de Desenvolvimento do Corredor do Norte SA (SDCN), owned by the Mozambican company Insitec. SDCN controls the Corredor de Desenvolvimento do Norte (CDN) and the Central East African Railways (CEAR). CDN holds the operating concession over the 872km northern division of CFM; CEAR holds a concession over the 797km of line in Malawi. Completion of the Northern corridor railway will require rehabilitation of the existing line from Nkaya junction in Malawi to Nayuci on the border with the Mozambican province of Niassa. This line is currently operated by Central East African Railways (CEAR). The railway to Nacala-a-Velha will also require upgrading of the line from the Malawian border to Mossuril, which is operated by CDN.
VALE TRAINING CFM PERSONNEL The Brazilian mining group Vale has invested substantially in the training of personnel at Caminhos de ferro do Moçambique (CFM – the state railway & harbours). To date, Vale says, 125 apprentices have been trained as locomotive drivers in Tete and Beira, in terms of its partnership with CFM. In addition to technical knowledge, the training course involves “instruction in operational norms and procedures”, says the release. “CFM is responsible for instructing the workers about the train circulation regulations, and for certifying qualified train drivers”. The training cooperation between Vale and CFM began in 2010, when the first group of rail workers was trained in Brazil. All training now takes place in Mozambique. Over the past two years, Vale says it has trained 1,149 Mozambican professionals in various areas of activity.
NAMIBIA NAMIBIAN NORTHERN EXTENSION PHASE 2 LAUNCH
According to the Angolan news agency Angop, the minister said he recognised the important role of infrastructure in improving relations among countries aiming for full regional integration.
TRAIN TOURS IN NAMIBIA In June 2012, South African-based JB Train Tours offered opportunities for tourists to join one of four, 44-passenger, sevenday train tours in Namibia during August. All were fully booked in a short space of time. Arrangements were then made for further use of the Desert Express train and three additional tours were scheduled. Again, all were fully booked. The popularity of tours by train have never been better demonstrated – an object lesson for South Africa whose tourism industry (and railway) appear to take minimal interest in this type of activity. JB Train Tours subsequently organised three more tours by train in Namibia – one from 15 to 21 September, the second from 22 to 28 September and the third from 29 September to 5 October. Passengers join the Desert Express at Windhoek, most flying from Johannesburg or Cape Town (though air fare is not included in the tour price). The train journey includes Karibib, Kranzberg, Usakos and Swakopmund. Off-train trips are provided to Omaruru, the Moon Landscape, the Namib Desert, Henties Bay, Dune 7 and Walvis Bay. The bargain tour price of R15,200 per couple (normal price is R14,990 per person) includes the return train trip between Windhoek and Swakopmund, accommodation on the train for six nights, meals and excursions, transfers between the Windhoek airport and railway station, as well as bus transport in Namibia and the services of a tour guide.
The second phase of the Ondangwa/Oshikango railway extension was officially launched in Oshikango on 5 July by Angolan Transport Minister Augusto da Silva Tomás during an official visit to Namibia.
NIGERIA
ABUJA CONTRACT
LAGOS-KANO
Briefing journalists in Abuja on 18 July, Minister of Information Labaran Maku announced a variation in the contract with the China Civil Engineering and Construction Corporation (CCECC), for the design and construction of the Abuja Rail Mass Transit Project. The original 60.67km has been changed to 45.245km but the amount payable has increased. The work is said to be 35% complete and due to be completed within 36 months.
Despite heavy rains that damaged part of the railway north of Lagos, repairs on the main-line to Kano (1,126km) had been completed at last. Nigerian Railway Corporation (NRC) Managing Director Adeseyi Sijuwade told the press early in July. He expected public services to be introduced shortly.
$US1.49BN NIGERIAN STANDARD GAUGE CONTRACT On 18 July, the Nigerian Federal Government disclosed the signing of a $US1.49 billion, 36-month contract with China for the construction of a double-track, standard gauge railway from Lagos to Ibadan (193km), as part of the “Lagos-Kano railway modernisation project.” Rebuilding of the existing 1,067mm gauge Lagos-Kano line is virtually complete and it was expected that train services would recommence in the second half if 2012. The contract signed now is in effect reinstatement of part of the original contract that was halted in 2008. [There is no clarity on the provision of rolling stock for a new standard gauge railway. It appears that the contract price reported applies to track infrastructure only. – Editor Railways Africa.]
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Railways Africa Issue 4 // 2012
[Again, there is no clarity on the provision of rolling stock for this new standard gauge railway. – Editor Railways Africa.]
PROGRESS WITH LAGOS COMMUTER RAIL Under the auspices of the Lagos Metropolitan Area Transport Authority (Lamata), two “rapid rail lines” are under construction. According to state governor Babatunde Fashola, construction of the first 7km of the Blue Line by the China Civil Engineering Construction Corporation (CCECC) should be complete by the end of 2012. Eventually this line will extend 27km from Okokomaiko to Marina, one of the most densely travelled corridors in Lagos. The line is to run on an exclusive 15-metre right-of-way in the middle of the Badagry Expressway, a proposed toll road. In total there will be 13 stations, three shared with the Red Line. The stations will be located above the tracks, with pedestrian walkways crossing the expressway.
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AFRICA UPDATE The Blue Line requires the construction of two major bridges. The larger, to be shared with the Red Line, will connect the mainland with the island.
Light Rail in Lagos is to be run as a public-private project, with a concessionaire procuring and financing rolling stock and depot facilities in addition to operating and maintaining the system for 25 years.
The Red Line is being developed on the north-south axis through some of the most densely populated areas in Lagos. Beginning on the island, the Red Line will run north to Agbado through a total of 13 stations. From the Marina to Iddo stations, it will share alignment with the Blue Line. From Agbado to Iddo, the Red Line will run in the corridor of the Nigerian Railway Corporation (NRC).
Rolling stock for both the Blue and Red Lines is to be drawn from a fleet of 255 used electric multiple unit coaches purchased from Toronto. The price saved about $US100 million from the figure that new vehicles would have cost. Train control will not depend on conventional signalling track circuitry but is to be based on GPS technology. Traction power is to be 600V DC picked up from a third rail.
Where infrastructure is shared between the two lines, it will be developed as part of the Red Line project.
Abeokuta
LEGEND Blue Line Red Line Main-Line Railway
0
5
10km
Mowe/Ibafo
Ijoko
OGUN STATE
15km
Agbado
Iju Agege
Ikoradu
Ikeja MMI Airport
Shogunle
LAGOS STATE
Oshodi Mushin Jibowa Depot
Yaba Ebute Metta
Iganmu Alaba Trade Okokomaiko Iddo Lagos Island Mile 2 Fair Ebute Ero LASU National Volkswagen Alakija Festac Theatre Marina Apapa
Lagoon
Lekki Airport
Lagos Light Rail Project.
SWAZILAND SWAZI RAILWAY IMPRESSES AT THE GAMES The timing of the event suggests the Olympics in London, but actually these were the Southern African Railways Sports and Cultural Organisation (Sarsco) Games, held at the Kwaluseni Sports Emporium in Mbabane. According to the Swaziland Observer, Swaziland Railways (SR) put up an impressive performance, but Botswana Railway were the overall winners, taking home gold medals in chess, morabaraba, volleyball, long tennis and athletics, among others. Caminhos de ferro do Moçambique (CFM – the state railway) won the soccer, with Botswana second and Swaziland third. Swaziland Railway beat South Africa’s Transnet 4-0 “in a thrilling encounter” at the University of Swaziland sports ground. “The SR senior management team,” the paper’s sports reporter wrote “lost 3-2 in penalties to a select team from Botswana and Mozambique, in a game in which Timothy Ndlovu, the Director Engineering, thrilled fans with his telling passes.”
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“Swaziland Railway were crowned champions of the darts, netball and tug-of-war tournaments,” the Observer reported. “The local team came second in morabaraba, volleyball, long tennis, men’s veteran athletics (over 45 years), men’s under 45 athletics and ladies athletics. Presenting the awards during a glittering ceremony held at Esibayeni Lodgewas Minister of Public Works and Transport Ntuthuko Dlamini.”
LINE CONSTRUCTION THROUGH SWAZILAND TO START According to Public Enterprises Minister Malusi Gigaba, construction of the new 146km railway from Lothair in Mpumalanga to Sidvokodvo in Swaziland is to begin in mid-2013. A memorandum of understanding was signed in Pretoria on 2 August by Gigaba together with Swaziland public works and transport minister Ntuthuko Dlamini. South Africa is to meet R12bn in project costs and Swaziland R5bn. Gigaba says the line will provide South Africa with additional capacity of 15 million tons a year.
Issue 4 // 2012 Railways Africa
29
MOZAMBIQUE
AFRICA UPDATE REPUBLIC OF SOUTH AFRICA
MANANGA
N PIGGS PEAK
TSHANENI MHLUME
Hhohho
KADAKE
MHLUME SIMUNYE MILL MLAWULA
MGWILI EHLANE MBABANE
MALOYO
MPAKA SITEKI
SIPHOCO MANZINI MATSAPHA
LUBHUKU
Lubombo
to Lothair SIDVOKODVO
SWAZILAND
PHUZUMOYA
the jointly-owned railway. According to the Tanzania Daily News, quoting Minister of Transport Harrison Mwakyembe, the objective in reviewing the Act is to effect revisions permitting changes in Tazara’s management. The Act provides that the Managing Director should be Zambian, with a Tanzanian Deputy. Current proposals envisage appointments based on merit.
TUNISIA TUNISIA GETS SIX NEW LOCOS Société Nationale des Chemins de Fer Tunisiens (SNCFT – the Tunisian National Railways) has taken delivery of a further six locomotives supplied by China South Locomotive and Rolling Stock Corporation Limited (CSR). Of the first six delivered earlier from CSR, two are currently in service on the Tunis-Beja-Jendouba line.
ZIMBABWE
BIG BEND
HLATIKULU
Shiselweni
0
10
20
30
40
50
NTSOKO
LAVUMISA
Kilometres
TANZANIA TAZARA ACT REVIEW In an endeavour to rescue the ailing Tanzania-Zambia Railway Authority (Tazara), the governments of Tanzania and Zambia are to set up a “joint committee of experts” to review the 1995 rewording of the 1975 Tanzania-Zambia Railway Act, The Zambian Government has made a commitment to inject $US10 million in a bid to revive
NRZ’s electrified section between Gweru and Harare which is no longer operational for electric traction. Note searchlight-type electric signal, also long out of use. Photo: P Evans.
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Act safely at level crossings
RAILWAY HERITAGE
Preservation is A Vital Part of The Picture
By John Batwell
Hilton Steam Heritage Association, KwaZulu-Natal The Hilton station revival project started in February 2011, following complaints from the community police forum and the police regarding the deteriorating site, vagrants, drinking in public and general urban decay.
removed and a completely new drag box was to be attached. Work was at an advanced stage on no 134’s tender. During work on the frame, the tender box was temporarily transferred to that of sister no 133. Locomotive no 134 was built by Franco-Belge in 1952.
Winter Steam Safari - Zimbabwe An e-mail was sent out on the local ratepayers’ database and there was a resounding call in response to save the station, locos and heritage. A public meeting was called and hosted by the local Hilton Hotel.
Privately-owned class 14A no 512 was in use for Geoff Train’s winter tour in early June. Sporting a fresh paint-job, the 2-6-2 + 2-6-2 completed pleasing runs over the Victoria Falls bridge into Livingstone.
A unanimous decision was taken to save the assets and preserve the area and its history. A committee of nine, including three people previously involved in the preservation arena, opted to create a Public Benefit Organisation. As a community-driven project, this stands a better chance of obtaining funding for job creation and sustainability than a group confined to steam enthusiasts trying to save a dying history. The committee envisages developing the station area into a tourism site and museum, embodying commercial activities to generate income and enable the venue to open seven days a week. In fact, the railway artefacts and trains would be a secondary, supporting attraction. A board of directors has been appointed and a business plan submitted to the local municipal mayor, who is supportive of the scheme.
NRZ’s class 14A no 519 ran faultlessly for about 90% of the trip eastwards out of Bulawayo but experienced serious trouble on the last steep embankment towards Cement station. The Garratt did manage to get into the station, but had to be towed back to Bulawayo by a diesel. Class 16A no 611 was found in steam at the Bulawayo steam shed but did not haul a train. Sister loco no 613 put on a good performance with a 600-ton train from Bulawayo to Plumtree and back. Class 15 Garratt no 395 ran north faultlessly from Bulawayo with a 764-ton maximum load to Matetsi. Water issues at this point however resulted in the 4-6-4 + 4-6-4 arriving at Victoria Falls with slight problems.
At this stage there are six locomotives available for preserving. To date, a few volunteers have made it possible to get boiler certificates for the North British Tank (ex-ERPM no 6) as well as the Cowan Sheldon crane. A coat of fresh paint has been given to class H2 no 314 and class 1 no 1276. Other locos will be rejuvenated as time and money permit. These are class H2 tank no 329, class 19AR no 696, class 19B no 1402 and class 15AR no 1963.
On the Hwange Colliery system, ex-NRZ class 15 Garratt no 11 (NRZ no 423) was in service with two excellent photo sessions conducted (day and night); no 12 (NRZ no 370) is to be used as a stationary boiler and no 10 (NRZ no 392) was officially under repair, but this is a long-term exercise.
Westgate, Bulawayo – a different class 14A Garratt of NRZ, no 519, participated in the winter steam safari programme of 2012. Photo: G Cooke.
Summer Tour The tour scheduled for November is to travel over rarely used track in Mashonaland, north of Harare, and will also visit Mutare. The branch to Masvingo will be covered too, making possible a call at the ancient city at Great Zimbabwe, before continuing to Bulawayo. One of Hilton Museum’s locomotive assets is ex-SAR class 19B no 1402.
Ex-SAR Locos on Welsh Highland Railway Work is in progress on ex-SAR class NG15 ‘Kalahari’ 2-8-2 no 134. In June, it was reported that the cylinders had been re-bored; the loco drag box had the rivets knocked out and was ready to be
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Railways Africa Issue 4 // 2012
The coaches will, on occasion, be attached to scheduled local passenger trains, and at other times run as a charter, possibly with local freight attached. Locomotives will be diesel-electric, either American General Electric or General Motors units supplied to the former Rhodesia Railways and National Railways of Zimbabwe,
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between the period of the 1960s and 1980s. This unique tour is ideal for anyone wanting to enjoy rare track and the opportunity to explore Zimbabwe with expert guidance. Geoff Cooke will be the tour host. For more details, e-mail UK operator Geoff’s Trains at: geoff@geoffs-trains.com
Wall Calendar 2013 Railways South Africa 30cm x 20cm in landscape format. Colour photos depicting all types of traction, including industrial, Metrorail sets and the Gautrain. Also preserved steam locos and a host of nostalgic scenes such as class 25 condensors on Kimberley-De Aar, 19Bs on Lootsberg, GMAMs on Mafeking-Vryburg, and 19Ds on Maclear-Sterkstroom. Each double-page spread features an eyecatching single colour plate, the other page two months with smaller photos. The calendar compiled by Nathan Berelowitz and Chris Janisch; design by Miemie Smit. R60 including packaging and postage in South Africa. Details for ordering (also corporate endorsing of calendars if required) from the publishers: Railways South Africa P O Box 35965, Menlo Park, 0102; trainman@friendsoftherail.com Tel. +27 (12) 346 3718 (a/h)
Reefsteamers’ Sunrise Photo Shoot A photo shoot for winter-hardy enthusiasts took place at Reefsteamers’ Germiston depot on the morning of 14 July 2012. Class 15F 4-8-2 no 3046 and class GMAM 4-8-2 + 2-8-4 Garratt no 4079 were steamed up for the occasion.
Class 15F no 3046 in steam for the winter photo shoot at Reefsteamers. Photo: A McCarthy.
Sandstone’s preserved class GMAM Garratt no 4079 was lit up for the midJuly photo shoot at Reefsteamers’ depot in Germiston. Photo: A McCarthy.
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END OF THE LINE
CORRESP NDENCE PROPOSED CHAD RAILWAY Dear Editor Landlocked Chad is taking steps with the help of China to develop a railway system to Sudan on the east coast, and to Cameroon on the west coast. An interesting aspect is the proposed 1,435mm gauge. The three adjoining railways will be as follows: * Sudan – 1,067mm * Chad – 1,435mm * Cameroon – 1,000mm This would mean breaks of gauge where the systems meet. Railways Africa has already outlined the practicality of mixed gauge sleepers which can handle these three gauges, and has also outlined a dozen methods of overcoming the break of gauge, such as bogie exchange and containerisation. If freight is containerised using international standard shipping containers, then (as at ocean ports), containers can be transhipped from one gauge to another as easily as containers are transhippped from sea to land. In the longer term, as the narrow gauge lines in Sudan and Cameroon are upgraded to carry heavier traffic, they could be converted to the world standard gauge of 1,435mm. It is possible to imagine most of Central and Northern Africa converting to 1,435mm gauge, leaving 1,067mm in the dozen countries of southern Africa to remain as is, where it is fairly strong, well connected and relatively difficult to convert. - Shall Ford (Australia)
DETOUR D E VIA GERMISTON ON N
The NZASM Railwayy Reached Springs in 18-nine-O; Elandsfontein was the station Where the line from the Cape was to go. Construction was done two yyears later, Runningg in from the west in a Vee; Then continuing north to Pretoria, And arriving in 18-nine-three. In time the name of this jjunction Was altered and then it became A veritable timetable icon Such was Germiston’s fame. Thoughg a more direct line to Pretoria From Joburgg would’ve been great g Getting rid of the Germiston detour In those times just didn’t rate. You see, climbingg the Hill was a problem The gradient a headache for steam; And tunnelling wasn’t an option Leaks and such worried the team.
Class 16C no 838 leaving Germiston with a Pretoria express, circa 1930. Photo: collection Pierre de Wet. On the Cameroon metre gauge: Alstom-built loco BB 1210. Photo: Pierre-Noël Rietsch.
INFO FOR FILM PROJECT Dear Editor I live in Los Angeles and I’m looking for information pertaining to a film project. I’m researching the cost of train tickets for the following periods: One-way ticket from Johannesburg to Durban in December of 1987, and the same for June of 1997. I would really appreciate any assistance! - Nerina de Jager A likely source for the info you need is probably Thomas Cook’s Overseas Timetable, which was issued every two months until discontinued in 2010. We have the Sep/Oct 1987 issue. It gives R45
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Railways Africa Issue 4 // 2012
as the one-way fare JohannesburgDurban, which was unlikely to have changed in December. If it did, the difference would not have been significant. (Note: Cook’s only listed 1st class fares, not 2nd or 3rd). Closest I have to 1997 is May/June 1994, which says R116. (And for what it’s worth, the fare given for March/April 2010 was R155.) – Editor.
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