INFRASTRUCTURE LOGISTICS MINING OPERATORS PERWAY ROLLING STOCK ISSUE 5:2017
Cost Effective Solution For People And Goods
Train Control and Efficiency
Rail and Track Maintenance
T H E A U T H O R I TAT I V E A F R I C A N R A I LWAY P U B L I C AT I O N
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A trusted industry leader For more than 90 years, Scaw, a South African industry leader, has been a leading supplier of cast railway products to the backbone of our South African economy. When safety and productivity are at stake, customers depend on Scaw’s 90 years of experience and expertise to design and manufacture railway products to the highest international manufacturing, safety and environmental standards. With one of the largest foundries in the Southern Hemisphere, Scaw produces an extensive range of railway products cast, machined and delivered to customer specifications or under international licence. Customers, both nationally and internationally, continue to choose Scaw products and expertise.
www.scaw.co.za
More than steel.
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RAILWAYS AFRICA
RAILWAYS AFRICA PUBLISHER Rail Link Communications cc
This Issue: Highlights
EDITOR Phillippa Dean DESIGN and LAYOUT Craig Dean WEBSITE
FEATURE
FEATURE
SVI ARMOURING TRAINS FOR MOZAMBIQUE
U.S. SUPPLIER READY TO SUPPORT AFRICAN RAILWAY NETWORK DEVELOPMENT
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FEATURE THE GOLDSCHMIDT THERMIT GROUP A PROUD HISTORY, PIONEERING THE DIGITAL REVOLUTION
FEATURE SIEMENS TRAIN CONTROL AND EFFICIENCY TECHNOLOGY
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FEATURE SOLVING THE UNCERTAINTY WITHIN RAIL LIFE CYCLE COST MAINTENANCE
FEATURE LISTEN TO YOUR TRACKS, TRAINS AND INFRASTRUCTURE
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FEATURE COST EFFECTIVE PROVEN SOLUTION FOR PEOPLE AND GOODS Page 2
AFRICA UPDATE MODERNISATION DRIVE ON TRACK
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FEATURE MAKING MAINTENANCE PLANNING MORE EFFICIENT
AFRICA UPDATE MAJUBA RAIL LINK OHTE
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Craig Dean Michael Lotriet COPY newsdesk@railwaysafrica.com ADVERTISING Helen Bennetts +27 (0)10 900 4881 helen@railwaysafrica.com www.railwaysafrica.com/ rates-and-advertising SUBSCRIPTIONS www.railwaysafrica.com/ subscribe
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EDITOR’S COMMENT If port operators in Africa are seeing improved volumes, even if, just marginally, then why are rail volumes declining? One could argue that this could be due to railway operators in Africa struggling with the maintenance and rehabilitation of their networks, or could it be because traditional commodities have shifted? I am looking forward to finding out more at the upcoming Africa Ports and Rail Evolution in Durban this month. There were some interesting outcomes from the event last year, especially around rail as we know it now and the future, in terms of what is coming, for example, the Hyperloop. On the topic of technology, Rio Tinto has successfully completed the first fully autonomous rail journey at its iron ore operations in the Pilbara region of Western Australia. The nearly 100km pilot run was completed without a driver on board, making it the first fully autonomous heavy haul train journey ever completed in Australia. Full commissioning of the AutoHaul® project is expected towards the end of 2018, once all relevant safety and acceptance criteria have been met and regulatory approvals obtained. Whilst we have covered a connected Africa for the movement of freight a number of times over the years, I don’t think that I have considered a “Continental High-Speed Rail” connecting Africa. Yes, of course, the dream of Cape-to-Cairo and yes covering high-speed rail projects within a region, either proposed or built, until I came across a news article, titled “A Continental HighSpeed Rail” from Nepad.
RAILWAYS AFRICA In edited form for the purpose of my column, it reads; “The first meeting of the steering committee and experts of the Continental High-Speed Rail Network project opened on Monday 25 September in Dakar, with the aim of sharing the experiences of member countries while waiting for the feasibility study. This project is an initiative of the NEPAD Agency, in the framework of the African Union's Agenda 2063, which is the main continental strategy for regional integration through the provision of infrastructure.” The first session of the meeting was devoted to presentations on the experiences of Senegal, South Africa and Morocco, the latter two countries considered to be the most advanced in this field, which could inspire other countries on the continent. The Continental High-Speed Rail Network (HSR) project is backed by a long-term vision that has a draft action plan and an institutional framework, a general framework in which several actions have been carried out since 2015. An overall feasibility study of the project still needs to be developed in order to proceed to the implementation phase, which would involve taking charge of points relating to the cost of the project, its viability on how to deploy it through the continent and the choice of technology to be used. The initiative would not start from scratch as several countries are engaged in similar projects, wherein some are still in the planning phase. Adama Deen, Senior Advisor to the CEO, and Project Manager, Continental High-Speed Railway Project, at the NEPAD Agency, stressed the need to develop a study and a pilot project. The Study would explore the quantification of three key viability factors: the strategic equity and strategic debt required, as well as, the multiple revenue streams, to make the first 10-Year Implementation Plan, and the first country- regional pilot project viable, for implementation by 2023. Adama Deen is quoted as saying, "In essence, we have a target to reach 20% network development by 2023; hence, we will be working with "willing and ready" countries, and their respective regional economic communities, to define the first set of regional HSR pilot projects.
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Starting in 2018, we will have a clearer idea of what we want. For which viable and solid decisions must be taken, allowing the project to move forward”. I look forward to following the progress. October is transport month in South Africa. During the month, the department of transport and public entities in partnership with the private sector, showcase transport infrastructure services in aviation, maritime, public transport and roads. October was declared Transport Month in 2005 during the Transport Lekgotla. It is used to raise awareness on the important role of transport in the economy and to encourage participation from civil society and business, including the provision of safe, affordable, accessible and reliable transport systems in the country.
Phillippa Dean Railways Africa™ - Editor Connect with me on Linkedin:
https://za.linkedin.com/in/phillippadean
A NEW JOURNEY BEGINS For decades Sheltam has been a leading provider of technically advanced, comprehensive rail services and solutions. Now, with the addition of Traxtion to the Sheltam brand, the group has introduced deep financial capacity to complement its renowned technical ability, bringing even greater benefit to its customers. We put Africa first.
T +27 (0)41 581 4400 F +27 (0)41 581 4474 info@traxtion.africa traxtion.africa SHELTAM | LEASING | PROJECTS
Transnet Engineering's
Freight Wagons For Africa
Transnet Engineering (TE) is an Original Equipment Manufacturer (OEM) of freight wagons. The Wagon Business is the major rolling stock supplier to the heavy-haul, coal and iron-ore, bulk freight, automotive, intermodal and fuel tanker fleets. The Wagon Business has an extensive network of strategically positioned factories and in-service depots and remanufactures and maintains freight wagons, including heavy overhauls, conversions, upgrades, accident repairs and essential life-cycle interventions. The Wagon Business also refurbishes and upgrades bogies to achieve higher axle loads and to match different track gauges. Examples of the Wagon Business’ capabilities can historically be found in the CCR and CCL coal wagons. These are made-for-purpose 84-tonne payload, heavy-haul gondola units. These wagons have a monocoque design for reduced tare while their self-steering HS type bogies are suited to both high speed and greater stability. Their load compartments are manufactured from 3CR12 corrosion-resistant steel, which extends the life of the wagons to beyond 20 years. In addition TE manufactures the 74,000-litre capacity ammonia tank wagon, an accomplishment of considerable technical skill. TE has produced the revolutionary all-aluminium prototype tanker wagon, which, being lighter, allows for increased payload. TE also offers a range of wagons for the transportation of vehicles, in their car carrier wagons offering additional carrying capacity and the ability to carry SUV vehicles. TE, has built among the heaviest and longest trains in the world with tare ratios of 5:1. The Wagon Business’ various wagon designs are: •
The 104 ton, monocoque design gondola tippler coal wagon with a 4.2:1 tare ratio
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The 120 ton tippler iron-ore wagon with a 5:1 payload tare ratio
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The 120 ton bottom discharge iron-ore wagon
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Oil tank wagons with internal heating
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Cement tank wagons for pneumatic discharge
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CR16 wagons for TFR general freight division for the transportation of cement clinkers
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Tilt wagons for the transportation of heavy rail turnouts used in the building and upgrading of rail tracks.
The Wagon Business manufactures and remanufactures freight wagons for African countries at globally competitive prices and has had many successes across the continent. More recently Transnet Engineering through its into Africa strategy has developed, designed and manufactured a range of product specific wagons for the African continent, ensuring the product and application suits the conditions and the requirements of railway operators and their customers throughout the region.
Bulk Gondola Wagon
The Bulk Gondola Wagon is a custom designed open top wagon, able to operate on 1000mm, 1067mm, and 1435mm gauge and carries a minimum payload of 45 tonnes of any bulk type commodity. These wagons can be offloaded either with a back actor or a side tippler. They are fitted with the three-piece Spoorbarber - D type bogie system and features the AAR E type coupler system. The sides, end and floor plates can be welded with corrosion resistant material should the wagon be solely used to haul highly corrosive bulk commodities.
Model designation Gondola Wagon Fleet size 1 Date Manufactured 2016 Type of design Open top design Gauge 1000mm, 1067mm, and 1435mm Length 14853mm (across couplers) Height 2646mm Width 2426mm Designed for Any bulk commodity Tare 16,16 tonnes Offloading method Tippler or back actor Min Payload 45 tonnes Materials of construction S355AR+JR and 3CR12 Max. mass on rail 64 tonnes Type of bogie Three piece, Spoorbarber D Brake system Air brake system Max. operating speed 80km/h Coupler system “E” type coupler Wheels/bearings Wrought steel / “D” type Volumetric capacity 53m3
Fuel Tanker
An optimised design for the African market, these fuel tank wagons have been designed to carry; petrol, gas, oil, crude oil, kerosene, amongst others and is able to meet the climatic and infrastructure conditions found throughout the region. The design is based on a monocoque barrel with an optimised 8mm thickness boilerplate material, with cost optimised components and systems, including, brakes, bogies, coupler and drawgear, discharge systems and coatings.
Fleet size 1 Date Manufactured 2016 Type of design Tank wagon Gauge 1000mm, 1067mm and 1435mm Length 12 945mm (Across couplers) Height 3656mm Width 2920mm Designed for Petrol, Gas, Oil, Kerosene, Crude oil Tare 21,1 tonnes Off loading method Bottom discharge Payload 50,9 tonnes Materials of construction ASTM A516 Gr 70 Max. mass on rail 72 tonnes Type of bogie Three piece,Spoorbarber D Brake system Air brake system Max. operating speed 80km/h Coupler system “E” type coupler, double shelf Wheels/bearings Wrought steel / “D” type Volumetric capacity 51,787m3
Skeletal Container Wagon
The Skeletal flatbed container wagon has been designed to operate on gauges from 910mm through to 1435mm and carries a payload of 61 tonnes. These wagons are fitted with the three-piece Spoorbarber – D type bogie system. It is designed to carry, 6m (20ft.) and 12m (40ft.) ISO containers. The Skeletal container wagon also features the AAR E type coupler system.
Model designation Skeletal Flatbed Container Wagon Fleet size 1 Date Manufactured 2016 Type of design Skeletal flatbed Gauge 1067mm Length 13 170mm (Across couplers) Height 1060mm Width 2460mm Designed for Standard ISO Container Tare 13.5 tonnes Off loading method Straddle carrier/Fork lift Payload 60 tonnes Materials of construction S 355 Max. mass on rail 63,5 tonnes Type of bogie Three piece, Spoorbarber D Brake system AAR Air brake system Max. operating speed 80km/h Coupler system “E” type coupler Wheels/bearings 34”wrought steel/5⁄,5 x 10" AAR D
New Generation Timber Wagon
The New Generation Timber wagon (STLJ 18) is an improved design of the previous STLJ 18, it is designed for 1067mm track gauge and carries a payload of 60 tonnes. It is a flat type of wagon with fixed stanchion and sunken side middle pockets for increased timber payload. It is fitted with the self steering HS type bogies for high speed and stability which provides extended wheel life, reduced rolling resistance and rail wear. The STLJ 18 features the AAR E type coupler system.
Model designation New Generation Timber Wagon Fleet size 1 Date Manufactured 2017 Type of design Stanchion Skeletal flatbed Gauge 1067mm Length 20 383mm (Across couplers) Height 3437mm Width 3000mm Designed for Transportation of Timber logs Tare 20 tonnes Offloading method Grabber Payload 60 tonnes Materials of construction S355 (350WA) Max. Mass on rail 80 tonnes Type of bogie HSMK VII –Self steering Brake system AARAir brake system Max. Operating speed 100 km/h Coupler system “E” type coupler Wheels/bearings 34”wrought steel/5.5 x 10"AAR D
TAL 2000 TRANS AFRICA LOCOMOTIVE
Designed by Africans for Africa. Researched, Designed and Manufactured in South Africa.
https://twitter.com/TE_Transnet https://www.instagram.com/tetransnet/ https://www.youtube.com/channel/UCIoncxNpkKsmP5bMjhcoY8Q https://www.facebook.com/Transnet-Engineering-Advanced-Manufacturing-2060049600886734/
corporateaffairs@transnet.net
|
www.transnetengineering.net
Transnet Engineering (TE) is the advanced manufacturing division of Transnet SOC Limited. TE offers researching, engineering, manufacturing and maintenance services and products to the rail industry across the globe and specifically the African continent. TE operates six main factories situated in major city centres in South Africa, with each factory serving as a central hub for satellite depots in each region. TE remanufactures and manufactures freight wagons, locomotives and passenger coaches, as well as the maintenance and servicing of these products. In addition, TE also manufacturers and maintains port equipment including haulers. Recently the dream of developing, designing and manufacturing a homegrown locomotive for the African region became a reality with the launch of the Trans Africa Locomotive, affectionately named TAL. TAL has been designed and built specifically to accommodate the varied conditions found in Africa.
TE has over 150 years of experience in the rail engineering sector, with each decade bringing new product diversification and increased local capability, to the point where TE is considered a global exporter of rolling stock and related equipment. Therefore the advent of a “made in Africa locomotive� was the next logical step in expanding its locomotive business.
TE established that there was a strong opportunity for increased local capability and revenue which could be generated. This became an essential component for TEs expansion into Africa strategy, giving the company an edge in terms of increased product development and positively contributing to the local economy. TE is well positioned in the manufacturing value chain having partnered with leading original equipment manufacturers (OEMs) to provide a broad set of quality products to market. The move to develop and produce its own locomotive positions TE as an OEM for locomotives, meeting the Transnet Group's strategic intent of being a catalyst for African innovation and industrialisation whilst, at the same time offering a solution for intraAfrican trade. In the pre-feasibility stage and the development of the business case it was established that of the 11,873 narrow gauge diesel locomotives in the world, 1,766 were in operation in
Africa and more than 30 years old. Considering the average lifespan is between 40 and 50 years depending on the maintenance regime, this gives a market potential for TE in excess of 7000 units, in addition to the potential demand created through commodity growth over the next 20 years. TAL 2000, offers customers a medium diesel powered locomotive, able to traverse non-electrified lines, light axle 16-19 tonnes/axle, suitable for use on branch lines and in shunting applications, whilst being able to provide tractive effort to customers with older rail infrastructure. Designed, originally to carry lighter axle loads and on any gauge from 1000mm - 1067mm. TAL offers a state-of-the-art electronic control system, dynamic breaking down to 0/kmph. The bi-directional travel option gives TAL a unique cabin design with front and rear facing windows, allowing for movement in both directions without obstructing the driver’s view, ideal for customers who cannot afford two locomotives per route. Improved adhesion, with AC traction, slow speed loading capability and event logger (Black box). The original underframe, superstructure, bogies, body, and locomotive control system have been designed to withstand the African climate. African conditions are often referred to as the harshest of conditions, with
massive temperature fluctuations, among other issues. With track infrastructure being somewhat less than ideal in most cases, and depots for handing maintenance in most instances ill-equipped to handle the requirements of more modern locomotives. The design and specification of TAL, has been developed to overcome these challenges - easy to maintain requiring no specialised depot equipment and will provide the customer with a reduced obsolescence risk when it comes to spares and parts. In addition, there is scope for customisation options for various uses, including diesel multiple unit conversions with smooth start-stop motion for public transport, cabin customisation, and engine upgrades.
Features: •
State-of-the-art electronic control system.
•
Dynamic Braking down to 0 km/h.
•
3⁄4 cab placement for acceptable visibility in both directions of travel.
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Improved adhesion with AC traction.
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Black box and event logger.
•
Slow speed loading ability.
•
Hotel Supply for passenger train.
Technical Specification Number of Driving Axles:
6
Bogies: 2 Track Gauge:
1000mm - 1067mm
Axle Load:
16 tonnes per axle
Gross Power:
2667HP (2000kWm)
Maximum Continuous Tractive Effort: (kN at standard axle load)
284kN
Starting Tractive Effort - % adhesion:
370kN
Dynamic Brake Feature:
Brake force down to 0km/h
Dynamic Brake Effort:
180kN
Self-load Capacity Standard:
Full load
Braking System:
Knorr Bremse CCB II
MU capability:
AAR 27 pin
Coupler Type: E-type
On the 4th of April President Zuma officially launched the Trans Africa locomotive marking a crucial step in Transnet’s and South Africa’s march towards becoming a leading manufacturer and supplier of rolling stock on the continent. The Trans-Africa Locomotive, the long-standing dream of Transnet’s advanced manufacturing division, is now a reality and the order book is officially open.
Coupler Height:
889 ±6 mm
Fuel Tank:
4000 litres
Width: 2900mm Height: 3940mm Curve Radius (minimum):
85m
Car Body Configuration:
3⁄4 Cab
Maximum Speed:
100km/h
Control System:
Transnet Engineering
Traction System type :
AC type
https://twitter.com/TE_Transnet https://www.instagram.com/tetransnet/ https://www.youtube.com/channel/UCIoncxNpkKsmP5bMjhcoY8Q https://www.facebook.com/Transnet-Engineering-Advanced-Manufacturing-2060049600886734/
corporateaffairs@transnet.net
|
www.transnetengineering.net
FEATURE: SAFETY
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RAILWAYS AFRICA
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FEATURE: SAFETY
RAILWAYS AFRICA
SVI Armouring Trains For Mozambique SVI’s traditional scope of work over the last few years has been centered on the ballistic protection of vehicles, essentially the armouring of vehicles from luxury, security through to military. More recently, SVI has moved into the space of armouring rolling stock. SVI Engineering is currently manufacturing and fitting armour protection to over 100 Mozambican locomotives for Vale Mocambique, following a spate of armed attacks against their locomotives. At the time these attacks were on the Sena line, this was then followed by attacks on Nacala line. At one point, the attacks on the Sena line were so bad, that the route was temporarily suspended. Over half a dozen attacks on trains were recorded in 2016 alone.
In 2016 Vale issued a tender for the armouring of rolling stock. SVI Engineering bid for the tender and were awarded the contract at the
beginning of 2017, to protect 110 locomotives for Vale (the Brazilian mining and logistics company), CLN (Corredor Logístico Integrado do Norteand) and CDN (Corredor de Desenvolvimento do Norte). The locomotives are owned by VALE and operated by CLN. They comprise the GE BB-40-9WM units. CLN is the rail and port concession-holder for the Nacala Corridor, the main route for transporting coal from the Moatize coal basin, in Tete. The company is owned by Vale and Japanese Trader Mitsui as the main shareholders, and also by the Mozambican state port and rail company Portos e Caminhos de Ferro de Moçambique (CFM). Along the Corridor, there are other concessioners, namely CDN (Corredor de Desenvolvimeno do Norte), for general cargo and passengers, in Mozambique, and VLL (Vale Logistics Limited) and CEAR (Central East Africa Railway Company Limited). The fitment of armour plating and armoured glass to the locomotives began several months ago, and is due to be www.railwaysafrica.com 13
FEATURE: SAFETY
completed by the third quarter of 2017 – most of the SVI-designed armour kits have already been installed. They are fitted on site and in a single shift in order to minimise disruptions to operations. The kits are designed in such a way that the locomotive appears as standard as possible from both the inside and out, including opening windows. The glass is
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RAILWAYS AFRICA
supplied by American Glass Products (AGP) and incorporates all the features of the standard glass, including heating elements. The primary focus was on armouring the driver’s compartment, but there is scope for other parts of the locomotives to be protected. SVI Engineering is considered the only company in Africa that is
armouring trains to this degree. The significant increase in attacks involving locomotives and general hot spot conflict areas, SVI believes that there is a market for the armouring of rolling stock for both operators and customers moving commodities between major centres in Africa. SVI specialises in mechanical engineering,
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product development and manufacturing of protected vehicles with an emphasis on making vehicles for niche markets. The company has produced armoured civilian vehicles, armoured luxury vehicles, remanufactured military and police vehicles, cash in transit vehicles, water cannons, gun ports, guard houses and towers. The company has designed and
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FEATURE: SAFETY
RAILWAYS AFRICA
qualified over ten vehicle models. This year the company completed its ISO audit and is now certified to the latest ISO 9001:2015 standards. Offering innovative mechanical engineering and rapid-product development firm with capabilities in product design, finite element analysis, development, product evaluation and
manufacturing. SVI Engineering provides full, life cycle engineering design service from initial concept to detail design, prototyping and manufacture implementation in the shortest period by controlling costs, reducing risk and speeding up the time to market. Utilising special computer-aided design software such as PTC
Creo, Creo Elements, BuildIt, and Autodesk 3ds Max Design, their concurrent design approach will ensure a fit-for-purpose and cost-effective solution is adopted at every stage of a project. Advanced technology, including Faro Coordinate Measurement Machines and in-house plasma cutting, ensures
fast, high-quality results. All design documentation is produced in accordance with military industry standards and incorporates clientspecific requirements. SVI is certified to ISO9001:2008 by TÜV Rheinland.
www.railwaysafrica.com 15
FEATURE: COMPANY
RAILWAYS AFRICA
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The Goldschmidt Thermit Group -
A Proud History, Pioneering The Digital Revolution Thermitrex (Pty) Ltd is a member of the Goldschmidt Thermit Group. A family owned business backed by more than 120 years of experience and globally recognised as a proven supplier of products and services for the construction, renovation, modernisation and intelligent predictive maintenance of railway tracks. Whether high-speed, heavy haul, cargo, trams or subways; Thermitrex offers a unique range of products and services in addition to continuous research and development, in order to meet the demands and requirements of customers. Established in South Africa in 1971, Thermitrex has established long lasting relationships with customers as well as strategic partners that support the success of the business. As a global company, the values of success, people and innovation are the backbone of the culture and ethos of the business, driving the company toward continuously supporting customers, staff and R&D, positioning the Goldschmidt Thermit Group as leader and technical authority in the area of track maintenance, products and services, all innovative and progressive in nature.
Over the years Thermitrex has transformed into a holistic rail maintenance solution provider, and has recently developed a number of advanced, digitalised solutions, tools and equipment, as safety and efficiency of the digital environment continues to gain traction in the rail sector. Effective and continuous maintenance of track infrastructure will ensure extended lifecycle and improved return on investment; Thermitrex offers a range of products and services that have been specifically designed to meet the requirements of the African continent.
Currently the company has in excess of 40 full-time, highly skilled and professional staff, as well as a dedicated technical support team strategically deployed in Africa to communicate and respond to customer requests efficiently and effectively. Thermitrex’s Managing Director in Africa, Henry Sambane, has 25 years of working experience in rail, mining, beverage, petroleum and engineering sectors. Henry studied at Northumbria University (UK) and the University of Natal, and was the South Africa Boss Of the Year 2005 finalist award recipient. Henry is passionate about building longterm sustainable relationships with all stakeholders, providing holistic rail construction and maintenance Henry Sambane; Goldschmidt Thermitrex Managing Director, Dr. Hans Juergen Mundinger solution to rail operators and Goldschmidt Thermit Group CEO, Johannes Braun Goldschmidt Thermit Group; President contractors in Africa. Rail Solution, Paul Radmann Goldschmidt Thermit Group President Rail Joint.
Henry’s philosophy is, “Quality is not an act of accident, you plan it, manage it and achieve it”. Together with his entire team, Henry is determined to increase the company’s footprint in the Sub-Saharan African market through partnerships and superior products. “Our excellent track record of 45 years is proof that this organisation is always determined to meet and exceed the needs of our customer’s,” says Sambane.
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Henry Sambane, Managing Director, Thermitrex.
https://www.youtube.com/ watch?v=1ydBGSwcreU
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FEATURE: COMPANY
RAILWAYS AFRICA
Rail joining of tracks and switches Proficient maintenance is an important preventive measure against wear caused by heavy rail traffic and serves to sustainably lengthen the service life of rails and switches in subway systems, tramways, light rail and mainline networks. THERMIT® welding still remains the core of the business. THERMIT® welding products are compatible with all rail profiles and rail steel chemistries/metallurgies. Various welding processes and techniques ensure that nearly all rail and switches irrespective of profiles and or grade, worldwide, can be continuously welded. This guarantees the safe joining of rails while at the same time increases travel comfort and the lifetime of the rails. This service range has been extended and the product offering now includes the supply of Insulated Rail Joints. Insulated Rail Joints offers maximum safety, reliability and durability and can be used in any climate.
Efficient tools and machines for welding Thermitrex offers a wide range of tools and machines for various applications such as THERMIT® welding, track construction and maintenance. This product range is extended to hydraulic and combustion welding tools. The offering includes tools for shearing, grinding and drilling of rails. Thermitrex also offers a road-rail vehicle through SRS, a sister company based in Switzerland. The company provides solutions for installation, inspection and maintenance of overhead lines, inspection of bridges and tunnels, welding as well as cranes and rescue applications.
The digital revolution The digital revolution cannot be ignored in a world that is connected and modern, the requirements for superior quality, safety, and the need for efficiency has lead the transformation of the Thermitrex Group into a technology driven entity. In this area, the Goldschmidt Thermit Group sees itself as a pioneer in this service for customers, enabling efficiencies through progress and growth in the digitalisation of work processes.
RAILSTRAIGHT
These products include; • SMARTWELD JET, • RAILSTRAIGHT measurement devices • SMARTWELD RECORD. Each product can be controlled via the Goldschmidt Digital App. The app provides customers access to all the digital applications of Goldschmidt Thermit. The app can be accessed via a smartphone or tablet using an Android operating system. The digital applications have the following functionality: • Immediate availability of measurement results through on-screen evaluation • Data export via CSV or PDF sent in an email • Data transmission via Bluetooth • Direct access to references for welds and measurements via database • Intuitive user interface • GPS positioning The Goldschmidt Thermit Group grows year on year through new business acquisition and product innovation.
SMARTWELD JET
Contact customer care Jacqueline 011 914 2540/2 email info@thermitrex.co.za. www.railwaysafrica.com 17
TECHNICAL: PERWAY
RAILWAYS AFRICA
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Solving The Uncertainty Within Rail Life Cycle Cost Maintenance Modelling Using Monte Carlo Simulation About the author Rick Vandoorne, MEng (Transportation Engineering), University of Pretoria, South Africa Rick Vandoorne is a 25-year-old 1st year PhD student at the University of Pretoria, South Africa. He finished his undergraduate degree in Civil Engineering at the same university in 2014. His passionate interest for railways developed during his third year of studying (2013). This was thanks to his current supervisor and mentor (at the time one of his lecturers) Professor Hannes Gräbe. He decided to do his final year research project within the railway discipline with a project titled “Analysing the Strain Recovery Rates of the Formation Layers Beneath a Railway Track”. He continued his studies by pursuing an Honours Degree in Geotechnical Engineering and then finished his Master’s Degree at the beginning of 2017 with a dissertation titled; “Stochastic Rail Life Cycle Cost Maintenance Modelling using Monte Carlo Simulation”. This dissertation forms the basis of the work discussed herein.
Background The need to quantitatively justify maintenance and renewal (M&R) decisions has become increasingly apparent. Aging infrastructure has time and again shown that maintenance plays a vital role in minimising the life cycle cost of infrastructure assets. The contribution of maintenance costs to the total life cycle cost is proportional to the lifespan of the infrastructure asset. Railway infrastructure has a relatively long lifespan and thus the role of maintenance management is paramount. The contribution of maintenance costs to the total life-cycle cost of a project was
illustrated by Ebersöhn (1997) in Figure 1 The objective of an effective maintenance plan is to achieve satisfactory performance of the infrastructure as measured through reliability, availability, maintainability and safety whilst simultaneously meeting tightening budget limits.
•
There is a drive towards transparent and objective M&R decision making. This is facilitated through the use of maintenance models to aid decision making. The accuracy of these maintenance models is important and this justifies the vast literature available on the subject. A maintenance model can be viewed as a “black box” which receives a set of input parameters and then processes them according to a given set of rules to provide an output. In the case of life cycle cost maintenance modelling this output is generally the life cycle cost.
•
Conventional maintenance models receive a series of input parameters and produce a single estimate of the life cycle cost for that given set of conditions. However, there is inherent uncertainty within some of these input parameters. Some input parameters for the maintenance modelling of fatigue defects within the rail of a railway track can be expected to be the following:
• •
• •
An example of the inherent uncertainty within the input parameters is that the exact time at which a fatigue defect will initiate cannot be known. Furthermore, the time between when a fatigue defect initiates and ultimately causes a functional failure cannot be known precisely. The probability of detecting certain defects using certain inspection types also introduces uncertainty within the modelling procedure.
It is common to use statistical distributions to represent the possible range of values in an uncertain process. These distributions can take on many forms. Conventional maintenance modelling techniques represent these statistical distributions using a single point estimate of the distribution such as the mean. This again reduces a distribution of values for an input parameter to a single value which conveys no information Figure 1: Significance of the contribution of maintenance regarding the costs to the total life cycle cost (Ebersöhn, 1997).
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•
The rate at which fatigue defects initiate within a section of rail. The time from when a defect initiates until a functional failure of the rail occurs. The frequency and effectiveness of rail inspections. The tonnage at which the rail will be renewed. The influence of the rail grinding strategy on the initiation rate of fatigue defects. The different weld types and their proportions used within the length of the rail. The cost of planned and unplanned maintenance actions.
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TECHNICAL: PERWAY uncertainty related to that variable. The resulting life cycle cost calculated using such a procedure is then also a single value with no indication of the uncertainty related to it.
Modelling with the Monte Carlo Method Monte Carlo simulation is essentially a process of repeated random sampling. The sampling in this case is within the domain. This represents values of cumulative density on a cumulative density function plot. Through the use of the Inverse Transform Method, these random values of cumulative density are translated into random values of the variable of interest. Doing this repeatedly results in a series of random input variables with the desired distribution. The concept is illustrated in Figure 2. From Figure 2 it can be seen how a uniform distribution of random numbers representing cumulative density are translated into a series of random
RAILWAYS AFRICA numbers with a normal distribution. The density of the dashed lines touching the horizontal axis is analogous to the density of the random variables sampled. The process of Monte Carlo sampling and the Inverse Transform Method negates the need to discard the distribution of the input variables during maintenance modelling. This means that the life cycle cost that is calculated will also be a distribution. This principle is shown schematically in Figure 3 where it can be seen that the output life cycle cost has its own distribution.
Results from a rail life cycle cost maintenance model The results from a life cycle cost maintenance model developed for fatigue defects within the rail are presented and discussed briefly. For detailed information on the modelling procedure and the analysis of the results the reader is referred to the following references:
The output life cycle cost from the thousands of virtual life cycles simulated can be grouped into bins according to renewal tonnage and life cycle cost. The data is then presentable on a bivariate histogram as shown in Figure 4.
Vandoorne (2017) Vandoorne & Gräbe (2017)
The model presented here took into account the list of input parameters discussed previously regarding possible input parameters for a rail life cycle cost maintenance model. The fatigue defect initiation rate, time between initiation and functional failure and defect detection were modelled as uncertain processes using suitable statistical distributions. Monte Carlo sampling was used to model
Figure 3: Comparison between a) point estimate maintenance modelling and b) Monte Carlo method maintenance modelling.
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Figure 4: A bivariate histogram showing the distribution of the life cycle cost over varying renewal tonnagesT_R (Vandoorne & Gräbe, 2017).
thousands of virtual life cycles each with a unique set of input variables which together followed the desired distributions.
• •
Figure 2: The process of Monte Carlo sampling and the Inverse Transform Method to produce a series of random variables with a desired distribution.
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This histogram can be divided into planes of constant renewal tonnage. Each of these planes then represents a univariate distribution of life cycle cost for a given renewal tonnage. Various statistical distributions were fitted to these data and goodness-of-fit tests conducted. The lognormal distribution described the distribution of life cycle cost for a fixed renewal tonnage accurately. These fitted lognormal distributions are shown plotted over the bivariate histogram in Figure 4. The fitted lognormal distributions are viewed in the relative frequencylife cycle cost plane and normalised against their mean in Figure 5. Normalising the distributions against their mean allows the variation or uncertainty between the distributions to be compared. It can be seen that the distributions become more spread as the renewal tonnage increases. The standard deviation of these distribution can be used as a metric to quantify uncertainty in the life cycle cost at a given renewal tonnage.
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inspection interval length. This is related to the increasing number of maintenance activities as well as the increasing rate of fatigue defect initiation as the rail ages. This contributes to a rise in the life cycle cost uncertainty or spread. Furthermore, it can be seen that the inter-percentile distance at a fixed renewal tonnage is larger for the larger inspection interval length. This is related to the fact that a higher inspection frequency reduces the chance of functional failures occurring which reduces the uncertainty in the life cycle cost.
Figure 5: Fitted lognormal distributions at fixed renewal tonnages, normalised against their mean in order to visualise differences in the variation or uncertainty in the life cycle cost.
The frequency and effectiveness of rail inspection is a key component to take into account in rail life cycle cost maintenance modelling. The frequency of ultrasonic rail inspection is characterised through the use of the tonnage between inspections which is termed the inspection interval length. It would not be unreasonable to expect that changes in inspection interval length would influence both the mean life cycle cost and the uncertainty within it. This proposal is investigated using Figure 6. In the figure, the life cycle cost versus renewal tonnage is plotted for inspection interval lengths = 0.1 MGT and 5.0 MGT. The mean life cycle cost is larger for the shorter inspection interval length than for the larger inspection interval
length. The reason for this is that the frequency of inspection is so high that any benefits gained through early detection of defects and prevention of failures, is lost through the immense cost of inspection. However, it is interesting to observe that at a renewal tonnage of = 800 MGT, the mean life cycle cost for = 0.1 MGT is smaller than the 99th percentile of the life cycle cost for = 5.0 MGT. This indicates that there is a probability that the life cycle cost attained for = 5.0 MGT could be larger than for = 0.1 MGT at = 800 MGT. Another important trend to observe from Figure 6 is that the inter-percentile distance increases with renewal tonnage for a fixed
Figure 6: Life cycle cost versus renewal tonnage for inspection interval lengths s_I = 0.1 and 5.0 MGT. The mean (solid line) as well as the 1st and 99th percentiles (dashed lines) of the life cycle cost are indicated (Vandoorne & Gräbe, 2017).
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Using the standard deviation of the distribution of the life cycle at a fixed renewal tonnage (the distributions are shown in Figure 5) as a metric to quantify uncertainty allows some insightful trends to be observed between input parameters. Figure 7 illustrates how uncertainty (standard deviation) in the life cycle cost evolves with increasing renewal tonnage and increasing inspection interval length. For all inspection interval lengths considered, there is a steady increase in uncertainty until a renewal tonnage of approximately 400 MGT is reach, after which the increase in uncertainty appears to be exponential. This indicates that delaying the renewal of the rail could both result in a higher mean life cycle cost (seen in Figure 6) as well as a larger uncertainty in attaining that life cycle cost.
Concluding remarks The proposed Monte Carlo maintenance modelling approach allows the uncertainty within life cycle cost estimation procedures to be quantified. This uncertainty arises from the inherent uncertainty present within the reliability and maintainability parameters used as inputs to any maintenance model. From the results of the model shown for the rail it was seen that uncertainty increases with both an increase in renewal tonnage and an increase in inspection interval length. Taking into account the distribution of life cycle cost provides a transparent picture of the consequences of various maintenance and renewal decisions. Through this Monte Carlo approach, risk may be quantified. This is due to the fact that the output life cycle cost is a distribution. This output distribution is directly related the inherent uncertainty within the input parameters. This provides infrastructure managers
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with a powerful tool to assess various maintenance strategies and uncertainty associated with these strategies and ultimately quantify their risk.
Figure 7: Standard deviation of the life cycle cost versus renewal tonnage for varying inspection interval lengths s_I (Vandoorne & Gräbe, 2017).
Acknowledgements The author would like to acknowledge the contributions made by Transnet Freight Rail to the Chair in Railway Engineering at the University of Pretoria as well as the Railway Safety Regulator for their contributions both intellectually and financially towards the dissertation of the author from which this work proceeds. The author would like to acknowledge that this work has been published in the Proceedings of the Institution of Mechanical Engineering, Part F: Journal of Rail and Rapid Transit as per the reference which can be found below. Furthermore, the author is delighted to have been a participant and finalist in the Emerging Railway Professional Award at the International Heavy Haul Conference 2017 in Cape Town from which this article also proceeds. Finally, the author would like to thank his supervisor Prof. Hannes Gräbe for the continuous support throughout the dissertation.
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References Ebersöhn, W., 1997. Track maintenance management philosophy. In Proceedings of the 6th International Heavy Haul Conference. Cape Town, South Africa, 1997. Vandoorne, R., 2017. Stochastic Rail Life Cycle Cost Maintenance Modelling using Monte Carlo Simulation. MEng Dissertation. Pretoria, South Africa: University of Pretoria. Vandoorne, R. & Gräbe, P.J., 2017. Stochastic modelling for the maintenance of life cycle cost of rails using Monte Carlo simulation. Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 0(0), pp.1-12.
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Rehabilitation, Maintenance and Emergencies Rehabilitation, Maintenance and Emergencies (RME) is the Specialist Construction Unit of Transnet. RME is responsible for the maintenance, rehabilitation and construction of port and rail infrastructure. RME executes, maintains and constructs projects for the external market. External customers are TFR customers with private sidings, Eskom, Municipalities, SADC countries, Gautrain and Prasa. RME has a staff complement of 4,000 employees and an annual turnover is R1.5bn. RME offers experienced professionals in Civil Engineering, Electrical Engineering, Mechanical Engineering, Project Management, Costing and Construction. RME have completed over 100 projects in South Africa and the SADC region.
CIVIL ENGINEERING WORKS Concrete Structures:
Refurbishment or construction of bridges, culverts, inspection pits, track slabs, crane beams, paving slabs, floors and foundations. Resealing of tunnels and concrete drains.
Steel Structures:
Refurbishment or construction of bridges, sheds, warehouses and microwave masts.
Services:
Refurbishment or construction of storm water reticulation, sewer reticulation, fire hydrant installations, pipe and chamber systems and sub-surface drainage.
Buildings:
Refurbishment or construction of offices, residential houses, relay rooms, sub-stations, mess and ablution facilities.
Earthworks:
ELECTRICAL ENGINEERING WORKS Construction And Upgrading Of Overhead Traction Equipment (OHTE) And Related Electrical Infrastructure: 25KV AC electrification system, 3KV DC electrification system, 50KV AC electrification system, extension of loops, installation of Motor Operated Switches, 11KV AC transmission.
Refurbishment and Maintenance Of:
OHTE Wiring, OHTE Protection systems, Neutral Sections, Track Switches, H-Frames, Earthing and Bonding, etc.
Emergencies:
Replacement of overhead cables, repairs of damaged cables, major breakdowns (hook-ups and derailments).
Electrical Lighting and Power (EL&P):
Construction, refurbishment and maintenance of substations, power distribution and high masts lighting for different yards.
Construction of formation layers, drainage, roads and level crossings, as well as construction of gabion structures.
Transnet Freight Rail is a division of Transnet SOC Ltd Reg No: 1990/000900/30 Transnet Freight Rail is an Authorised Financial Services Provider (FSP 18828) Tel: 0860 690 730
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General Manager - RME Mr. Mdu Mlaba Email: mdu.mlaba@transnet.net Tel: +27 11 878 7099 Executive Manager : Business Development - RME Mr. Ash Naidoo Email: ash.naidoo@transnet.net Tel : (011) 878 7291
delivering freight reliably
AGILE . ADMIRED . DIGITAL . UNITED
TRACK ENGINEERING WORKS
Construction of new Track Infrastructure, including upgrades and rehabilitation. • Track evaluations • Set and crossing replacement • Re-railing (36m – 240m lengths) and destressing • Re-sleepering • Screening and profiling of ballast • Major emergency repairs (wash-aways / derailments) • Track welding: • Exothermic welding • Removal of wheel spin burns (skid-marks) • Repairing of crossings (preventative grinding) • Removal of ultrasonic detected defects • Cropping and creeping of rails • Loading, off-loading of bulk material, rails, sleepers and ballast including classifying and sorting of second hand track material.
FLEET
RME manages a fleet of some 642 vehicles across the country ranging from standard cars and bakkies to specialised heavy commercial vehicles such as dual purpose welding trucks and troop carriers that have been custom designed and built to ensure that we have fit for purpose vehicles.
SIGNALLING ENGINEERING WORKS Installation Of New Systems:
Fail Safe Data Transfer (FSDT) control over fibre optic cable, radio controlled crossing places, protected level crossings, anti-vandal equipment, new CS90 remote control and CTC centres, cable replacement programs, new signals and points and electrical interlocking units.
Workshop Wiring and Assembly:
Pre-assembly and wiring of equipment. Clean and refurbish existing interlocking units, site workshops when required.
Debugging, Pre-Testing:
Testing and commissioning of signalling works. All signalling works installed are pre-tested, debugged and commissioned by a registered Signalling Test Engineer. Pre-wire and assembly of various signalling equipment can be wired and tested in workshop conditions.
Construction Works For Asset Rationalisation: Re-positioning of points and signals, rationalisation of station layouts by removal of equipment from layout and interlocking, interlocking clean-up to incorporate alterations, installation of temporary interlocking crossover facilities to enable formation rehabilitation of track structure.
Rehabilitation and Re-instatement Of:
RME
Existing signalling structure, train detection equipment, axle counters, points machines, existing interlocking and remote control.
TECHNOLOGY: FUTURE TRANSPORT
RAILWAYS AFRICA
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Cost Effective Proven Solution For People And Goods Recently the Common Market for Eastern and Southern Africa (COMESA) noted on a Facebook post that they were in the process of setting up a modern railway technology known as the Futran System.
Fractional Rapid Transit (FRT) is a term used to describe the nature of the automated transport and haulage concept, as enabled by the Futran System. FRT is an over arching term that includes Personal Rapid Transit (PRT), as used in automated pod based public transportation), Group Rapid Transit (GRT), and Containerised Rapid Transit (CRT). Personal rapid transit (PRT) is a public transport mode featuring small-automated vehicles operating on a network of specially built guideways.
FRT, the wider term that is used to describe the Futran System, is enabled by breaking a bulk into smaller fractions, each small enough to be transported economically by themselves, and then moving these fractions in automated, driverless pods along a grid network from any point to any other point without having to stop in between.
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Ideally suited for the movement of people, goods, ore, minerals and even fluids, the Futran system is the lowest cost Fractional Rapid Transit (FRT) system of this size ever designed, it is also the most scalable, flexible and versatile. Designed in Africa for African conditions and as a result can be manufactured, constructed, operated and maintained in Africa by local fabricators and entrepreneurs. It is also the only one of its kind (suspended) that has been built and demonstrated on a fully functional track, anywhere in the world. Created to address the need for a new class of cost effective largescale transportation systems in Africa, the Futran system is truly an African solution, to the extent that the University of Johannesburg’s civil engineering department has also adopted the Futran System as a technology of the future. From this year onward, all final year civil engineering students are required to spend three months designing Futran Systems as part of their practical course work. “We are immensely proud of our African roots and we believe that the Futran System will help launch Africa as a global player in the transportation technology space and not just as an
importer of foreign technology,” says Andries Louw, the inventor of the system and Director of the Futran Group of companies.
So what is it? The Futran system is a Fractional Rapid Transit (FRT) system, designed to transport a range of pod types to take loads as light as a few hundred kilograms and as heavy as 40 tonnes; using the same track type and the same motorised unit design. The Futran System is available in light, medium and heavy track systems. The flexibility and scalability is unique and enables the system to be applied to a range of needs under a variety of conditions. Fractional Rapid Transit (FRT) is a term used to describe the nature of the automated transport and haulage concept where a large volume is broken up into fractions and then moved individually, as enabled by the Futran System. This process is copied from nature where locusts, ants and insects move bulk much more efficiently than herds of large animals such as elephant and buffalo.
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RAILWAYS AFRICA
TECHNOLOGY: FUTURE TRANSPORT
The Futran system consists of: •
an elevated track network with switches that have no moving parts, from which moving stock is suspended,
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automated, motorised bogies that can individually select which route it is to take when going through a switch,
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non-motorised slave bogies,
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skips, containers or pods attached to the bogies,
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loading and offloading systems (including stations in the case of people pods),
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on-site maintenance facilities,
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a traffic management system,
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a job card system where each automated moving unit (called a Nutran) can manage its own route without having to be in constant contact with the centralised traffic management system.
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TECHNOLOGY: FUTURE TRANSPORT Electrical motors are used to propel the motorised units and power can be drawn from the track using a feeder system such as a pantograph, or energy that can be stored on board in a battery and carried along with the unit. The motorised units therefore can have all the elements of a self-driving Electric Vehicle (EV), including: • •
• •
an electric motor with a motor controller, a control system, such as a VSD, to take and send commands to the system, a battery for energy storage, a monitoring and control system to ensure that it does
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not crash into a unit in front of it, the ability to take evasive action, should the unit in front of it not follow the rules of the track for whatever reason, communication with a central coordinating traffic management control system.
In essence these motorised units, called Nutrans, are nothing other than selfdriving electric vehicles that are restricted to run on a fixed track at fixed speeds. Virtually all of the technology developed for Electric Vehicles can therefore be used on these units.
“We are immensely proud of our African roots and we believe that the Futran System will help launch Africa as a global player in the transportation technology space and not just as an importer of foreign technology”. Andries Louw, inventor and director, Futran Group.
28 www.railwaysafrica.com
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The electric motor and low energy consumption combination of course makes the system an ideal candidate for using renewable energy such as solar power, with the potential to create additional revenue through the generation of power via the installed solar panels, the system is capable of generating approximately 1 Megawatt per kilometre which can be returned to the national grid.
reserve, over obstacles and sensitive areas such as wetlands and rivers, high enough to enable animal and people migrations yet small enough not to be visually disturbing.
Deployment – the possibilities are endless and profitable!
As a heavy haul container movement solution, the system presents new and exciting options for ports, especially in the field of automation and dry port management.
The Futran System can be deployed on almost any road and railway
In the mining industry, the Futran system can be deployed to haul ore between open pits, washing plants, overburden dumps, stockpiles, rail sidings, ports, mills and power plants.
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RAILWAYS AFRICA
TECHNOLOGY: FUTURE TRANSPORT
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TECHNOLOGY: FUTURE TRANSPORT
The system can run from horizontal to vertical and everything in-between, so in the case of underground mining, the system has the potential of completely transforming the industry. Ore can be picked up at the face and taken straight to the surface without re-handling it, while cement, tools, materials, people, explosives and machinery can be taken into and out of the mine using the same system. In cities, Futran tracks can be deployed to cover the whole city, enabling people to move around at 50km/h at very low cost,
while the system is running at a profit. Furthermore the tracks can be used to house a huge array of solar panels on the top, providing electricity to the city, while the optical fibre network embedded in the track can be used to enable broadband communications throughout the city. Because the system uses an elevated track, existing right of way, such as roads, railway lines, road reserves and servitudes can be used to deploy the tracks. In the case of rural deployments in the country side, the track
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RAILWAYS AFRICA
can be deployed with minimal impact on the ground, making it possible to deploy over wetlands, mountains, ravines and grazing while wild animals and cattle can still migrate underneath and the land can still be used for agriculture.
Job Creation And Ease Of Supply Key to the development of the Futran system was to ensure that it could be locally manufactured, assembled, maintained and operated everywhere in Africa, even where few skilled resources
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are available. The Futran System track and components can all be manufactured locally using local steel, local skills, local suppliers, local materials and even local components such as motors, gearboxes and control systems. Each installation also creates and develops businesses and opportunities for the local community such as; • manufacturing and assembly of components, • contractors for erecting and site based work, • maintenance teams, • operators.
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Making Maintenance Planning More Efficient Historically railroads have taken a reactive or preventative approach to trackbed maintenance with work undertaken on a fixed schedule or following failure. New inspection technologies provide the opportunity to move to condition-based and ultimately predictive approaches, which offer the potential to reduce costs and maximise maintenance efficiency – the so called LEAN approach. As a small case study, between 2015/16 the Canadian National Railway (CN) commissioned Zetica Rail and Balfour Beatty Rail to undertake an integrated track inspection survey of over 590 miles (949.5km) of track on three sub-divisions.
Whilst the surveys were carried out at speeds of up to 40km/h, the technology is fully capable of data capture at speeds in excess of 160km/h when deployed from a suitable platform such as an inspection train or in-service train. Page 3
The primary aim of these surveys was to provide data Page 1 for use in planning the company’s capital maintenance activities (undercutting, shoulder cleaning) and to create a database of potential sub-surface defects (such as ballast pockets) which could be referenced as and when a track defect was reported (Figure 1).
Figure 4: Example of 3D point cloud derived from the 2D laser profiling survey.
Figure 1: Locations of the 2015 & 2106 RASC surveys on the CN network.
The surveys were undertaken using a Railway Asset Scanning Car system, or RASC®, mounted in this case on a Ford F250 hy-rail vehicle (Figure 2). The RASC® concept involves integrated data capture of a suite of complementary track inspection technologies that together allow a comprehensive assessment of both the above and below ground condition of the trackbed.
Key systems deployed High and low frequency ground penetrating radar (GPR) for inspection of trackbed condition and mapping of sub-surface layers, and wet beds. A linescan camera system for imaging of the surface including mud spots of the ballast and a high-speed 2D profiling laser to image both the trackbed, trackside drainage, assets and the surrounding terrain.
Page 2
The acquired datasets were located using a combination of on-board Inertial Navigation System and differential GPS. As well as augmenting the GPS information the INS provided the necessary attitude data (roll, pitch and yaw) required to fully process the laser data. Processing of the data streams was carried out using Zetica Rail’s bespoke data processing software with the outputs from the three inspection systems reported as a series of trackbed condition metrics, designed to provide an easy means of summarising the dense and often complex datasets. The list of metrics generated for the CN survey is detailed in Figure 3. The majority of the metrics are reported over a standardised minimum granularity (typically 5m) in order to enable the combination of individual metrics for planning purposes. Surface Condition Metrics
Figure 2: RASC® solution deployed from hy-rail vehicle on the CN network.
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•
Total Ballast Volume
Sub-Surface Condition Metrics
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Ballast Excess/Deficit
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Ballast Fouling Index
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Ballast Profile Conformance
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Free-Drainage Layer Index
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Super-elevation and Unloaded Gage
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Ballast Thickness Index
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Layer (Interface) Roughness Index
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Surface Mudspot Index
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Track Drainage Index
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Layer Complexity Index
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Advanced Track Drainage Index
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Moisture Likelihood Index
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Ballast Pocket Index
Figure 3: List of surface and sub-surface condition metrics obtained from the RASC® surveys.
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In addition to the metrics the surveys also generated detailed georeferenced 3D point clouds (Figure 4) that could be used for asset mapping and clearance analysis.
Maintenance planning Identification of areas of trackbed requiring specific maintenance activities was carried out using a combination of maintenance planning tools including the Combined Trackbed Quality Index (CTQI) and Work Order Recommendations (WORs). The CTQI aims to classify the condition of the trackbed based on a weighted average of selected trackbed condition metrics. This approach is similar to the concept of a Surface Quality Index (SQI) used in the analysis of track geometry data.
Figure 6: Example of WOR results
WORs were generated for three maintenance types; undercutting, track lifting and shoulder cleaning. The results for one of the sub-divisions are summarised in Figure 6.
The WOR approach goes a step further in assessing the most appropriate type of maintenance activity for any particular section of track using a rules-based approach. For each sub-division, data clustering was applied to The rules are specific to each particular maintenance type and can be customised as required based on the Page 4 the 5m results in order to identify minimum length work packages. Clusters were terminated at the location client’s requirements (Figure 5). of fixed assets, such as bridge decks, over which maintenance could not be undertaken.
Geotechnical information The integrated RASC® datasets also provide information to inform follow-up geotechnical investigations and plan remedial works. Information on suspected trackbed defects such as ballast pockets and incipient mud spots was collated to provide the customer with a database of locations for follow-up investigation.
Figure 5: The RASC® work order recommendations approach
Where a more comprehensive analysis of suspected problem locations is required Zetica provides detailed trackbed inspection reports (TBIRs). TBIRs integrate Page 6 the outputs from the RASC® survey with other track inspection results such as track geometry with the objective of highlighting the nature and extent of any trackbed defects.
Track Geometry History Ballast Fouling (1D & 2D) Free-draining Layer Thickness GPR Radargram
Layer Depths
Sub-surface Defects
Google Earth Image
Analysis & Recommendations
Trackbed inspection reports.
34 www.railwaysafrica.com
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FEATURE: COMPANY
RAILWAYS AFRICA
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U.S. Supplier Ready To Support African Railway Network Development Interest in developing modern African railways has never been higher, as various nations seek to improve rail rolling stock and infrastructure to reduce road traffic congestion and improve safety. Rail transportation is viewed as a key driver to future economic growth throughout the African continent. On the railway front, there are many initiatives underway, and some have already yielded positive results. African nations are seeking railway improvements that can be supported by technologies and systems that have worked well in other parts of the world, but that can be adapted to African socio-economic, geographic, environmental, and political realities. A recent report on CNN repeated the perception that U.S. and other western countries have been reluctant to finance African railway projects “partly due to a fear that the African countries won’t keep up the maintenance.” One U.S. rail supplier that does not share this concern is Atlanta-based Railserve, which recently placed a fleet of Railserve DUAL LEAF®
Gen-Set Locomotives into service in Gabon. These state-of-the-art genset locomotives have been in operation on Gabon’s railway—Société d’Exploitation du Transgabonais (SETRAG)—since early 2016, as part of a modernisation of the country’s rail freight services. Imported from the United States, the Railserve DUAL LEAF® locomotives support Gabon’s commitment to climate change mitigation, as well as providing more efficient and reliable operations. This was Railserve’s first entry into Africa, and it won’t be the last, according to LEAF Program Manager TJ Mahoney. “Based on the success we’ve had— as well as the opportunities we
see in Africa—Railserve is working with various parties to continue our participation in this vibrant market,” said Mahoney. He says, Railserve acquired significant experience and knowledge about the needs of African railways through its delivery and ongoing support of Gabon’s Railserve LEAF units.
African railway suppliers must adapt “One of the reasons we are enthusiastic about Africa is that adapting our technology and services to the needs of our customer is a challenge we can economically handle,” Mahoney says. “We see opportunities that are significantly greater than simply the sale of our locomotives to African customers.”
“Based on the success we’ve had— as well as the opportunities we see in Africa— Railserve is working with various parties to continue our participation in this vibrant market”. LEAF Program Manager TJ Mahoney
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FEATURE: COMPANY
RAILWAYS AFRICA
Many nations are looking for railway systems partners who will provide a package of services and support in a number of areas, including:
Otherwise, the units are virtually identical to the more than 75 Railserve LEAF locomotives operating in the U.S. and Canada.
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Beyond the modifications that were made to the Railserve LEAF for Gabon, the locomotive has a flexible platform that allows unique customer requirements to be satisfied.
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Development of railway systems and operating practices that will provide ongoing benefits; Workforce training to create a pool of skilled local labor and management; Adaption of international railway technology that is appropriate to African markets; and Implementation of safe and sustainable operating practices.
“Railserve is positioned to bring value to Africa in all these areas,” Maloney says. The Railserve DUAL LEAF®, for example, is the right size for most African yard, industrial, mining, port, and other operations. The LEAF uses two Cummins QSX15 gensets to minimise fuel usage and significantly reduce emissions while maintaining the performance of a traditional shunting locomotive. The DUAL LEAF® is programmed to operate with only one genset under lighter loads, further reducing both fuel use and emissions. Even though these locomotives were originally designed and built for the North American market, Railserve was able to readily adapt them for service in Gabon. •
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All cab interface markings and screens were provided in the locally preferred French; Couplers are SA-3 type — required in Gabon but not used in North America; Weight of the SETRAG locomotives was reduced to 100 tons (vs. the standard 130 tons in North America) to accommodate the lower allowable axle loads in Gabon; and The LEAF’s profile was adjusted to meet African gauge requirements.
Temporary power supply capability Gensets are the power source on the LEAF locomotives. Each genset is simply an engine/radiator—packaged with a generator—to produce AC power. These components are mounted on a their own skid and installed under the hood of the locomotive, similar to genset units that are widely deployed across Africa as a source of supplemental power. Accordingly, Railserve LEAF locomotives can be used as a source of auxiliary power when they are not in use moving railcars.
million hours annually with safety performance far better than the U.S. (OSHA) safety average.” Safety technologies and practices Railserve relies upon include: •
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Safety is also a top priority in the Railserve LEAF, which features:
Training local staff to perform shunting operations
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Railserve has also found that its expertise in shunting operations can be applied to African railways.
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Railserve is the leading provider of in-plant rail switching and associated services in North America — operating more than 70 locations. Railserve’s experience includes shunting services, yard management, and railcar loading and unloading. Railserve is able to offer training programs that allow local African railway operators to utilise best practices to improve safety, efficiency, and cost performance.
Safety is the top priority, everywhere “We’ve learned that African customers have a keen interest in the strong safety practices and culture Railserve has developed during 30 years of rail shunting services,” Mahoney says. “We are proud of the fact that our crews work over two
REAct (Railserve Emergency ACTion): A remote transmitter worn on the safety vest that allows every crew member to stop its train in case of emergency; Behavior-based safety: Railserve’s Crew Audit and Critical Work Habits Checklist uses a process approach which emphasises that every job has critical steps. If done properly, this process will result in an injury-free operation; and Safety Rule Book: Railserve subscribes to the principle that all accidents and injuries can be prevented.
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A cab with 360-degree visibility; Programmable maximum speed to insure yard parameters are followed; Uses 90 percent less oil, which reduces stack fires and ember discharge. Traction control system minimises wheel slip, reducing track damage and sparks; Ergonomically sound design for maintenance, easy oil changes; and Reduced decibel ratings for operator exposure as well as the local community.
With all these resources available for use on Africa’s railways, Railserve is committed to expanding its presence in the market by demonstrating its commitment to act as a true partner that supports development of national infrastructure, economic activity, a skilled labor force, and environmental sustainability. More information about Railserve is available at www.railserveleaf.biz
“We see opportunities that are significantly greater than simply the sale of our locomotives to African customers.” www.railwaysafrica.com 37
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Siemens Train Control and Efficiency Technology - Trainguard Sentinel When it comes to supplying the rail sector with highly advanced technologies for operations and safety critical applications, Siemens, a global player in the rail industry is known for providing best-in-class solutions, globally. In a recent interview with Thomas Bieg - VP - Industrial Mining & Freight Solutions, at the International Heavy Haul Conference, Railways Africa discussed the evolution of their Trainguard Sentinel product offering and the overall application potential in Africa.
What Was The Reason For The Development Of This Technology? The origin stems from the opportunity to develop new technologies in accordance with the US, Positive Train Control (PTC) Standard.¹ Essentially the purpose behind PTC, is to prevent incidents from derailments through to train-on-train collisions. According to the US department of Transportation, Federal Railroad Administration's website: PTC refers to communication-based/processor-based train control technology designed to prevent train-to-train collisions, over speed derailments, incursions into established work zone limits, and the movement of a train through a main line switch in the improper position. PTC systems vary widely in complexity and sophistication based on the level of automation and functionality being implemented, the system architecture used, including wayside systems (e.g., non-signaled, block signal, cab signal, etc.), and the degree of train control. Back in 2016, Siemens won a number of major orders in the US and made its market entry with their NAFTA market specific PTC technology product offering – Trainguard PTC. In parallel and already for the last 10+ years, Siemens has developed and continuously refined a solution that is suitable for the global industrial, mining and freight rail sector, called Trainguard Sentinel. Sentinel, goes beyond just the safety critical aspects of Trainguard PTC, and combines additional features of an OPEX nature, giving customers the ability to customise and scale according to their needs. This is an exceptionally innovate approach to working with customers. Siemens secured three major orders for the Trainguard Sentinel product, Panama, Tasmania (Australia) and Mozambique - all of which, are now operational. This type of success encourages us to further invest into both, our US specific and global solutions.
38 www.railwaysafrica.com
“We have just received the Cenelec SIL2 safety certification (European certification), which is a great asset for a technology that was initially developed for the AREMA standard of the US”. Thomas Bieg - VP Industrial Mining & Freight Solutions
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From First Development, How Many Iterations Have There Been?
What Are The Main Applications Of Trainguard Sentinel And How Is It Used?
With a history of more than 130 years in rail technology, we are constantly developing, hence iterating our portfolio of products. The speed of technological advancements in relation to digitisation means that we will continue to add and develop the portfolio to meet the growing needs of our customers. At the same time digitalisation allows us to develop products to solve problems and meet the various challenges experienced by the sector.
Transporting raw materials and finished goods efficiently, Trainguard Sentinel is ideally suited for industrial, mining, and freight operators managing safety critical issues such as derailment, collision, unprotected worker zones or loss of train integrity. Whilst operationally, Trainguard Sentinel focuses on efficiencies and cost savings, to bring about maximum return on investment.
With regard to the Trainguard Sentinel, we can rely on more than ten years of installations and operations without any safety or operational issues, this allows us to develop to a higher degree of automation and digitalisation. We are at present offering Driver Advisory Systems with and without a connection to the operational control system, which is our first step into automatic and driverless train operations.
Every customer and their rail infrastructure is unique, depending on the baseline, one can expect the effect of improved safety, avoiding the expenses due to derailments and collisions, which usually run in the area of millions of USD. Those savings often exceed the cost for our solutions. We have RoI calculations that made an investment into our OCC integrated solution pay back within 6-10 months of time. But again, this is depending of every single customer's situation and business case. We are happy to support
TECHNOLOGY: CONTROL AND EFFICIENCY
customers with such a calculation scheme. But as said, safety is only the very basic offering we have. With savings on fuel, operational accuracy, as well as people efficiency, we can achieve on additional OPEX savings of 2-10% each in fuel, as well as personnel. Higher throughput of freight goods will additionally result into higher revenues. Examples show that smoother train succession and avoidance of stopping trains during operations can gain between 5-20% in daily capacity! There are three key building blocks in the product offering: • Control • Centralise • Automate
Control The gateway to Trainguard Sentinel is a stand-alone solution that includes an on-board system, the On-board Unit (OBU). This delivers speed monitoring, a time-optimised speed profile, and the estimation of fuel consumption. Trainguard Sentinel includes the On-board Unit GPS Positioning and an odometer sensor to determine location. The system can be
expanded with optional brake interfaces and train integrity monitoring using head-of-train and end-of-train devices. It also uses wireless communication for voice and data tansmission. Trainguard Sentinel can be bought at a low cost to benefit immediately from speeding prevention. It regulates speed, logs driver’s actions, and monitors the position of the train in areas with GPS signals.
Centralise Centralise your control and increase efficiency Integrated interlockings and Operation Control Center. In addition to all the features of the stand-alone solution, the integration of the Operation Control Center (OCC) allows movement authority, temporary speed restrictions, and transparent train position and data. This integration also allows the update and release of locked areas in case of communications failure. It utilises a double confirmation process that intervenes between the driver and the OCC operator. Locking of areas or definition of reduced speed areas for track work is also possible.
www.railwaysafrica.com 39
TECHNOLOGY: CONTROL AND EFFICIENCY Trainguard Sentinel options can be adapted to existing interlockings or serve as a Siemens solution for wayside products. This solution can include SIL4 electronic interlockings, point machine detection, speed monitoring, hot-box / axle detectors, derailment detectors, or track vacancy devices such as axle counters or track circuits. It may also integrate wayside signals and road crossings. Trainguard Sentinel can interface the existing wayside systems or provide new wayside solutions to enhance the safety and operation of the trains.
and underground operations. The optional operations management solution allows the integration of train control into the production and logistics chain of the operator. This solution improves management of both the fleet and staff. The OCC also offers the option to monitor and enhance the logistics, fleet, finance, and operations functions of the operator.
Automate Trainguard Sentinel offers scalable upgrades to continuously maximise business results. In the area of automation, Siemens Trainguard Sentinel helps to optimise not only train control processes but also further business operations to reduce costs, minimising inefficiencies and eliminating failures. DAS, C_DAS and ATO are key features to support those operation efficiency gains. Trainguard Sentinel can also be configured for tunnels
What Are The Key Benefits? •
Speed monitoring to prevent derailments
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Optional brake interface
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Optional train integrity monitoring
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Estimation of fuel consumption
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Predefined optimal speed profiles to optimise energy consumption (Driver Advisory System DAS)
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Increase of safety thanks to the use of track warrants (movements authorities management) Possibility of establishing/removing temporary speed restrictions
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Train position and train data shown in OCC
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Safety level increased through interlocking functions, e.g. point machine position detection Hot-box / axle detection system
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Derailment detection system
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Advanced energy saving management through OCC-connected Driver Advisory System (C-DAS) up to Automatic Train Operation (ATO)
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Management of fleet and crew
Thomas Bieg - VP - Industrial Mining and Freight Solutions https://www.youtube.com/ watch?v=jHBvUlJnROE
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Customised integration into operation, production, and logistic chains
Once Installed What Is The Role Of Siemens And The Customer? Once the installation has been completed, Siemens remains with the customer as a maintenance and strategic partner. The industry is constantly changing and requiring more efficient technology, we accompany our customer on this journey.
Are There Other Suppliers Involved During Implementation Or Is This A Full End-To-End Installed Solution? Besides the ability to provide a sophisticated and professional turnkey solution, we ensure that in every country that we operate, we comply with, not only the regulations of that country, but also create opportunities for broader participation, from employment through to supply chain and technology transfer for skills development. Siemens is able to offer a range of infrastructure solutions, such as power plants, electrified lines, locomotives, mining process equipment, among others. With the added benefit of being connected to a number of different financial coverage institutions, like KfW, Hermes, CESCE and all major global banks.
1. [https://www.fra.dot.gov/ptc] In 2008, Congress required Class I railroad main lines handling poisonous-inhalation-hazard materials and any railroad main lines with regularly scheduled intercity and commuter rail passenger service to fully implement Positive Train Control (PTC) by December 31, 2015. PTC uses communication-based/processor-based train control technology that provides a system capable of reliably and functionally preventing train-to-train collisions, overspeed derailments, incursions into established work zone limits, and the movement of a train through a main line switch in the wrong position. In late 2015, Congress extended the deadline by at least three years to December 31, 2018, with the possibility for two additional years if certain requirements are met. The new legislation, the PTC Enforcement and Implementation Act, required that railroads submit a revised PTC Implementation Plan (PTCIP) by January 26, 2016, outlining when and how the railroad would have a system fully installed and activated. FRA continues to support railroads in implementing PTC, as well as rail carriers that are continuing to voluntarily implement PTC. That assistance includes: • • • • • •
Providing more than $650 million to passenger railroads, including nearly $400 million in Recovery Act funding. Issuing a nearly $1 billion loan to the Metropolitan Transportation Authority to implement PTC on the Long Island Rail Road and Metro-North Railroad. Building a PTC testbed in Pueblo, Colorado. Making $25 million available in competitive grant funding to railroads, suppliers, and state and local governments. Working directly with the Federal Communications Commission (FCC) and the Advisory Council on Historic Preservation to resolve issues related to spectrum use and improve the approval process for PTC communication towers. Dedicating staff to continue work on PTC implementation in March 2010, including establishing a PTC task force.
40 www.railwaysafrica.com
AFRICA UPDATE
THE NEED FOR COORDINATED RAIL RESEARCH AND DEVELOPMENT FOR IMPROVED INTRA-AFRICAN TRADE The future state and role of the heavy haul rail network in Africa is a critical discussion to increase intra-African trade. Whilst different institutions have made inroads, the focus must be on research, innovation and technology to develop rail networks in order to facilitate intra-African trade. Transnet is leading South Africa’s rail research and development efforts with the involvement of local tertiary institutions in different areas of study. The University of Pretoria, for instance, is conducting research on track formation, while the University of Cape Town is researching rail structures such as bridges and tunnels, and the Witwatersrand University is involved in system engineering related work. Transnet as the national heavy freight rail operator has an illustrious history of innovation, which is evident in it operating the world’s longest production train that can reach up to 4km per train in length, at axle loads of 30 ton per axle. Developing new methods to safely operate a train of this length emerged from the need to increase rail capacity to transport iron ore, on a heavy haul line of around 860km from the remote Sishen mine in the Northern Cape to the port of Saldanha Bay on the southern coast. Operating trains of such extreme length is made possible through the deployment of technologies such as Distributed Power technology to reduce coupler forces. Transnet also employed better wayside detection and condition monitoring techniques that improve its ability to monitor the condition of rolling stock and infrastructure. At the recently held International Heavy Haul conference, Brian Monakali of Transnet Freight Rail, said, countries that have successfully harnessed the power of rail, like the United States, have demonstrated the benefits that can be derived from coordinated research, development and testing ecosystem. He used examples from the Transportation Technology Center, Inc. in Colorado, as well as Sweden’s Chalmers Railway Mechanics institute at Chalmers University of Technology. He adds, that the outcomes from their research efforts cannot be applied universally because the characteristics of their rail infrastructure differs from South Africa and the rest of the African continent. “This is why we prioritised this topic for high-level discussion during the IHHA conference as it was the ideal opportunity to firm up thinking around the issue to address our African rail research,” said Monakali. The heavy haul principles of running longer trains can be used to promote rail inter-connectivity between countries on the continent, and are a lower cost alternative to upgrading rolling stock axle loads or building new heavy haul lines. Further, cost savings can be achieved through strict maintenance standards and condition monitoring systems, with Transnet, for instance, recording at least 30% improvements in reliability and reduction in asset failures. “I believe that the best way to achieve our goals would be to create a forum and platform that manages and coordinates African rail technology and intellectual property,” Monakali says. Its role would be to align institutional knowledge and create uniform rail technology solutions, while identifying gaps in the African rail knowledge landscape, with Transnet, as the heavy haul operator, at the forefront. Cooperation between organisations doing research and those gathering data that can help the entire industry make better-informed decisions, needs to be improved. The railway community has to keep pushing the envelope to improve performance and benchmarks. 42 www.railwaysafrica.com
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THE FEDERAL GOVERNMENT TO CONNECT 36 STATES BY RAIL The Hon. minister of transportation Rotimi Amaechi has stated that the mandate given to him by President, Muhammadu Buhari is to ensure that the entire country is connected by rail. "The President called, myself and my colleagues in the ministry of works and power Babatunde Fashola and told me specifically that I must ensure that the 36 states including Abuja are connected by rail", he said.
The minister said that the ongoing rail projects in the country will create employment opportunity for the youth, stating that to grow the economy effectively and efficiently, the railway must be developed. He disclosed that the Federal Government is on the verge of signing a contract agreement with General Electric for the rehabilitation of the rail line across the country. To ensure they are put to use in the very shortest time saying that government has ordered more locomotives for the standard gauge rail line. In addition, the President has given approval for the construction of Abuja-Itakpe rail line and at the same time preparing to commence commercial activity on the AjaokutaWarri line which will be completed in June 2018. The minister disclosed that the ministry of transportation has revived the transport sector reform bills in the national assembly the objective of which, is to break the federal government's monopoly in the transportation sector and open it to the private sector and other tiers of government participation. In this way he said, government will now be left to focus on technical and economic regulations of the sector. There is a need for every sector of the economy to operate efficiently for the recovery of the nation's economy given that the falling price of oil which is the mainstay of the economy has led to the decline in government revenue impacting negatively on the economy.
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THE CHITIMA RAILWAY SCHEDULED FOR 2018 The construction of the Chitima - Moatize - Macuse Railway Line will be launched in 2018, linking the central provinces of Tete and Zambézia. This is a route with an extension of 620km from Chitima to Macuse where a deep-water port will be built in Macuse. The public-private partnership is made up of, Italian Thai Development Company Limited, Thailand with 60% and 40% split in half between the Mozambique Railways (CFM) and the Zambezi Integrated Development Corridor (CODIZA). The new railway will allow access to existing coal concessions in Tete, which are currently not linked to the route. Macuse Port is expected to be capable of receiving ships of up to 80,000 tonnes, where four Indian companies licensed to mine coal in Mozambique have interests and require the resource to power their power plants in country. The major difference with the Sena line and the Nacala line is that it exports the coking coal needed by the steel industry, while in the Macuse project the Indian state-owned companies are aiming to sell thermal coal for energy production in India. Rated at more than US$5 billion, the Macuse Project will install a transportation capacity of initially 25mtpa, with the capacity to gradually increase to a 100mtpa. The railway and its port will complement the existing iron and port system in the North and Central regions of the country, which will facilitate the rapid flow and the creation of competitive advantages for mining and transport activities in the region. In the light of the concession contract, Italian Thai Development Company Limited has the right to build, operate, maintain, manage - to return this railway network and its rail service, on a non-discriminatory basis as well as guarantee sufficient capacity allocation for general cargo and passenger trains. A consortium formed by the Portuguese construction company Mota-Engil and the China National Complete Engineering Corporation signed a contract with Thai Moçambique Logística Limitada to build the Chitima-Moatize-Macuse railway line with a contractual duration of 44 months.
TAZARA AND ZRL SIGN OPEN ACCESS AGREEMENT The Tanzania-Zambia Railway Authority (TAZARA) and Zambia Railways Limited (ZRL) signed an Open Access Agreement to facilitate the seamless movement of freight trains across each other's railway infrastructure. Eng. Bruno Chingandu, TAZARA Managing Director, and Mr Chris Musonda, ZRL Chief Executive Officer, signed the Agreement in Dar es Salaam on 17 August 2017, both assuring the public that it was the desire of the two railways to eliminate inefficiencies in their operations in order to pass on the benefits to the railway users on the Dar es Salaam Corridor. In the first year of open access operations, TAZARA anticipates to gain an additional 200,000mt in the annual freight tonnage, over and above the 170,000mt that was moved in the last Financial Year 2016/2017.
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RWANDA - NEW MINISTER OF STATE IN CHARGE OF TRANSPORT The outgoing minister of state in charge of transport, Dr Alexis Nzahabwanimana has handed over powers to the newly appointed minister of state Jean de Dieu Uwihanganye at a ceremony that took place at ministry of infrastructure (MININFRA) headquarters in Kacyiru, recently.
SUPPORT FOR LOCAL MANUFACTURING OF LOCOMOTIVES, WAGONS AND COACHES The Permanent Secretary, Federal Ministry of Transportation, Sabiu Zakari recently stated that the Federal government will give the necessary support to the Chinese government and CRRC Nanjing Puzhen Co. Ltd, to ensure that production plants for the manufacturing of locomotives, wagons and coaches are established in Nigeria capable to serve as the market hub for Africa and other Asian Countries. Establishing a plant by CRRC Nanjing Puzhen Co Ltd in Nigeria for the manufacturing of coaches and wagon is to serve as a market hub for Africa and other countries in Asia. Zakari made this declaration when he led a delegation to the CRRC Nanjing Puzhen Co. Ltd in China for the factory inspection of coaches and wagons ordered by the Federal Government of Nigeria for the operation of the KadunaAbuja Standard Gauge Rail line on the 12 September 2017.
The Permanent Secretary, Federal Ministry of Transportation, Sabiu Zakari inspecting the coaches.
The coaches include; two first-class passenger coaches, six standard executive coaches and two baggage/ parcel vans. The Permanent Secretary urged the management of CRRC Nanjing Puzhen Co. Ltd to ensure an adequate supply of spare parts and provision of efficient capacity building for the Nigerian Railway Corporation technicians to ensure continued and unhindered repairs and maintenance of these coaches and Wagon.
Speaking at the event ceremony, Dr Alexis Nzahabwanimana expressed his gratitude to his excellency the President of the Republic of Rwanda for the trust in him since 2010, along his career in Rwanda Transport Development Agency (RTDA) and MININFRA. He also praised the support of the ministry’s officials and staff in fulfilling his mandate. Hon. Jean de Dieu Uwihanganye expressed his appreciation for the work done by the outgoing minister of state in charge of transport and assured to improve the transport sector in Rwanda, and said that he would build on the foundation his predecessor has laid. He promised a strong collaboration with employees of the ministry of infrastructure and its affiliated agencies to achieve infrastructure and service expectations. The minister of infrastructure, Hon. James Musoni focused on the importance of the efficient coordination mechanisms towards infrastructure projects for the development of the country and improvement of life of Rwandans. “We are committed to placing strong monitoring and evaluation mechanisms to ensure better implementation of infrastructure projects from the national level to districts”, said Musoni during the function.
44 www.railwaysafrica.com
PROGRESS ON MASAMA PROJECT Botswana Stock Exchange (BSE)-listed Minergy Limited, a coal mining company, released its inaugural final results for the year ended 30 June 2017, reporting a loss per share of 6,76 thebe. The company embarked on a capital-raising exercise in the first quarter of 2017, raising BWP70 million via a private placement prior to listing on the main board of the BSE in April this year.
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Minergy CEO, Andre Boje commented that, “A lot of work had been done and continues to be done since inception. Our focus shifted to coal production for supply to the regional and export markets rather than coal for power generation. We believe the narrative around South Africa requiring imported power will not come to fruition in the foreseeable future, if at all. This is supported by the announcement that there is a surplus of 9,000 MW capacity and that South Africa has signed off-take agreements with Botswana and other SADC countries.” Boje commented that the various requirements and obligations relating to the submission of a mining license application are also being attended to, with the target date for submission being the end of September 2017. “We’ve engaged extensively with the various government departments and the response has been most encouraging, leading us to believe that the license should be granted by the second quarter of 2018.” Requests for information (RFI) have been issued to identify qualified suppliers of the processing and wash plant and for a mining contractor. This process is expected to be complete by the end of October 2017. Talking about the industry, Boje said that “Renewable energy has a role to play however, has been proven unreliable for base load electricity supply, with the only alternatives being nuclear, hydro and coal. “Nuclear is prohibitively capital intensive, hydro is hamstrung by global water shortages, which leaves coal-fired power generation. In addition, a large volume of coal continues to be used in numerous industrial processes other than power generation. Many of these processes are dependent on coal with no practical substitutes,” said Boje. The demand for coal in the southern African region continues unabated with prices escalating on an ongoing basis. “The July 2017 McCloskey Coal Report highlights that South African domestic prices were 51% higher than the same period in 2016 and that there is strong demand from the cement, industrial and paper industries.” Boje said this situation is driven by demand exceeding supply as producers are focused on fulfilling their take or pay export agreements together with the lack of investment in new projects or expansion of existing production facilities. “The climate of under-investment in Continues on page 46
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Continued from page 45
South Africa is blamed partly on political interference in the mining sector and the rise of resource nationalisation.” Initial production at Masama is planned for 1.2 million tonnes of saleable coal per annum ramping up when required, as the project will have a capacity to process 3 million tonnes of run-of-mine coal per annum from first commissioning. Whilst the initial project plan focused entirely on the 1.2 million tonnes to the regional market, attention must be paid to the export market as the API4 index price for seaborne thermal coal has risen 67% since 2016 and currently trades at $82.00 - $84.00 per ton. “The international traders forecast that this trend could continue, albeit at a slower rate, due to production cutbacks in China and delayed investment in greenfield coal projects. Noteworthy is significant investment by large multi nationals in coal projects in Australia which highlights their bullish view on coal going forward.” Boje added that Botswana has a significant role to play in the seaborne thermal coal market due to its large untapped coal resources and proximity to the South African coal export infrastructure. Logistical challenges to exploit this opportunity need to be addressed and the company has had extensive engagement with Botswana Rail and Transnet Freight Rail to address the issue of getting coal to port. “The engagements have been extremely positive with an apparent will from all parties to resolve this which is expected to result in full utilisation of the project capacity.” Boje concluded by saying that following the successful listing on the BSE in April, the proposal was to explore a listing on the Johannesburg Securities Exchange (JSE) and list during 2018. “The board has also deemed it prudent to investigate the Australian Stock Exchange and the London-based Alternative Investment Market in addition to the JSE. Shareholders will be advised on progress on this matter in due course”. 46 www.railwaysafrica.com
MODERNISATION DRIVE ON TRACK Transnet Engineering (TE), a leading supplier of rolling stock and rail related products in South Africa, took home the African Transport Innovation Award at the recently concluded Transport Africa Awards 2017. TE impressed the judging panel with its innovativeness of the National Command Centre system, which offers its supervisors and technicians a fully remote monitoring system across onsite and offsite productions lines.
The system allows supervisors to log activities and problem solve in real time at various kiosks on the production line, saving them the onerous task of maintaining a paper trail and referencing drawings. Developed in-house, the system has helped TE prevent unplanned downtime, allowing for leaner operations and the ability to share knowledge across all its facilities. On-demand information required during various stages of the manufacturing build cycle eliminates the need for
manual interaction, thus reducing production times resulting in faster delivery. The comprehensive visibility afforded also ensures consistency across production lines and sites. Furthermore, the online system offers an invaluable database of specifications that can be accessed across TE’s production facilities, including Durban where locomotives are being manufactured for the first time. “We recognise the need to modernise and refocus our business towards technology and customer service. The efforts we are putting and the long-term transformation we have planned underpin our ambitions on the continent of being a partner of choice in developing rail infrastructure. Our vision for the future is customer focused – and they could be anywhere on the continent,” says Thamsanqa Jiyane, Chief Executive, Transnet Engineering. Good regional connectivity and intra-Africa trade is essential if the continent has to keep up with the blistering pace it set earlier this decade. Despite this knowledge, intra-African trade is patchy and according to The Economist, makes up only 12% of Africa’s total trade. This figure pales in comparison to other continents, such as 60% in Western Europe and 40% percent in North America. TE sees a potential gap in this market. “It is quite evident that transport infrastructure is the bedrock of a region’s economic progress. Rail
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“When TE was originally mooted it was to support Transnet Freight Rail (TFR) and the Passenger Rail Agency of South Africa (PRASA). In the process, we were able to develop our own intellectual property and become a service provider capable of delivering a spectrum of rail services from locomotives to logistics solutions.”
transport, especially in the African context with over 15 landlocked economies, can play an enabling role in developing markets and opening new opportunities for TE,” says Jiyane. According to figures from the International Union of Railways (UIC), South Africa is the only African country that has made it to the Top 25 countries listed by the size of their rail transport network. Not surprising though as the existing rail infrastructure and the condition of the rolling stock is poor in many African countries. According to Jiyane, this sorely impacts the ability of the sector to play a strong contributing role in integrating markets.
“When TE was originally mooted it was to support Transnet Freight Rail (TFR) and the Passenger Rail Agency of South Africa (PRASA). In the process, we were able to develop our own intellectual property and become a service provider capable of delivering a spectrum of rail services from locomotives to logistics solutions.” Transnet’s, light Trans-Africa Locomotive (TAL), designed, engineered and manufactured in South Africa is a serious player for new markets long held by US or European suppliers. If successful, Transnet can exponentially grow its footprint on the continent as well as enable intra-African trade by assisting countries build reliable rail networks.
“We have to modernise to compete with global players and develop technology suited to Africa. TAL is a significant achievement given there are a handful of OEMs in the world capable of delivering a locomotive that is as advanced as it is affordable. We didn’t buy the technology, we built it and believe it is a very competitive product,” adds Jiyane. The locomotive is designed for the African landscape, and is suitable for use on branch lines, in the yard for shunting as well as capable of running on old rail tracks designed to carry light axle loads. The original underframe, superstructure, bogies, body, and locomotive control system have been designed to withstand the African climate and topography. “We are on track in terms of modernising our manufacturing as well as gaining much needed traction in new markets on the continent. Of the 54 countries on the continent, we are closely engaged with over half negotiating potential orders to the tune of R18 billion. Our continued implementation of the strategy is bearing fruit and is increasingly becoming more vital to the future of TE and the continent,” concludes Jiyane.
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IVANHOE AND THE CONGOLESE NATIONAL RAILWAY Ivanhoe has initiated a new cooperation agreement with SNCC to rehabilitate the inactive spur line that connects the Kipushi Mine to the Congolese national railway and to the overall north-south rail corridor that links the DRC Copperbelt to the seaport at Durban, South Africa. Robert Friedland, Executive Chairman of Ivanhoe Mines (TSX: IVN; OTCQX: IVPAF), and Lars-Eric Johansson, Chief Executive Officer, recently announced that negotiations were underway with government agencies – Gécamines, the state-owned miner and Ivanhoe’s partner at Kipushi, and Société Nationale des Chemins de Fer du Congo (SNCC), the DRC’s national railway company – and potential project financiers to advance agreements to launch a new era of commercial production at the upgraded Kipushi zinc-copper-silvergermanium mine in the Democratic Republic of Congo (DRC).
AFRICA MUST INDUSTRIALISE The President of the Republic, Nana Addo Dankwa Akufo-Addo, has stated that African countries would have to change the structure of their economies, from raw material dependent economies to industrialised, valueadded economies if they are to fully finance the implementation of the 17 UN Sustainable Development Goals (SDGs).
Nana Addo Dankwa AkufoAddo, President of the Republic of Ghana.
According to President Akufo-Addo, several countries on the continent, including Ghana, are taking steps towards converting the 17 SDGs into concrete outcomes for their people, with the conviction that they cannot expect others to do it for them.
With the implementation of the SDGs agenda set to cost between 3.5 trillion to 5.0 trillion dollars per year, and with the news that aid to Africa will be cut significantly by the current US administration, President Akufo-Addo stressed that Africa must be efficient and effective not only in mobilising resources, but also looking beyond the benevolence of others to finance implementation of the SDGs agenda. He noted that “We are a continent reliant on foreign aid, despite economic growth in parts of Africa significantly outpacing the global average. Truth be told, the full implementation of the SDGs in Africa cannot be done with a mindset of dependence.” President Akufo-Addo made this known on Monday, September 18, 2017, when he delivered the keynote address at the 5th International Conference on Sustainable Development, at a packed auditorium of the Earth Institute, Columbia University, New York.
“The competitiveness of Ghana’s private sector is key to addressing issues of inclusion, economic development and growth of Ghana. That is the way to building a self-reliant Ghana, with a strong economy, capable of generating jobs and prosperity for the mass of her people”. Nana Addo Dankwa Akufo-Addo, President of the Republic of Ghana.
The President stated that the first priority of African countries, to this end, must be to change the structures of the economies on the continent, which are dependent largely on the production and export of raw materials, adding that it is this reliance on raw material exports that feeds our dependence on foreign aid, and subjects us to the politics of the West. Continues on page 50
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DTI PUSHES AHEAD WITH LOCALISATION Government is working toward effective monitoring and enforcement of localisation. Briefing reporters after the Department of Trade and Industry (dti) presented its 2016/17 Annual Report to the Portfolio Committee recently, Minister Davies said localisation and incentives are two policy tools that are the most impactful when it comes to supporting industrialisation. “[When coming to localisation] we are saying that we are working towards much more effective monitoring and enforcement of localisation because once localisation and designations are turned into practice by National Treasury, it’s no longer an option. The Department of Performance Monitoring and Evaluation (DPME) is going to follow up on this issue so that we make sure the leakages we have seen from localisation, as a result of some tender decisions, are plugged,” said Minister Davies. The Minister said the DPME is already engaged in a process of reviewing the effectiveness of incentives. “The DPME has started looking at some of our incentives and they’re looking at it from the point of view of how we can improve what we get from our incentives and their design. They have concluded, that there is value for money in the incentives,” said the Minister.
Designation Gaining Traction Dti Director-General, Lionel October said the department has so far designated over 20 products. “In all of them, we’ve seen results. We’ve seen the revival of the clothing and textiles and footwear industry. In terms of the buses that were designated, all the buses from Rea Vaya to MyCiTi are now locally procured. We’ve revived the bus industry,” said October. The designation policy instrument is but one of a suite of policy levers designed to maximise support for domestic manufacturing.
AFRICA UPDATE Continued from page 48
Citing the example of Ghana and Cote d’Ivoire, which produces nearly 60% of the world’s cocoa and yet earned, in total, in 2015, only $5.75 billion out of the $100 billion chocolate market, the President stressed that such scenarios can no longer continue. “We certainly cannot finance the vision of building sustainable development on the continent with such scenarios. There can be no future prosperity for our people, in the short, medium or long term, if we continue to maintain economic structures that are dependent on the production and export of raw materials,” he said.
RAILWAYS AFRICA
AFREXIMBANK AGREES $600-MILLION LINE OF CREDIT TO ZIMBABWE’S RESERVE BANK The African Export-Import Bank (Afreximbank) entered into a Memorandum of Understanding (MoU) to provide a $600-million line of credit to the Reserve Bank of Zimbabwe (RBZ). According to the terms of the MoU, the line of credit will support RBZ in the financing of trade-related transactions and projects in Zimbabwe.
The President continued, “We must add value to our resources, and we must industrialise. Unless we do so, we cannot finance on our own the full implementation of the SDGs. The agenda surely has to be an Africa beyond aid.”
Ghana, a case study It is for this reason that President Akufo-Addo told the gathering that his government has introduced measures to stimulate the private sector, through the introduction of a monetary policy that is stabilising the currency, reducing interest rates, and reducing the cost of borrowing, in addition to a raft of tax cuts to bring relief to and encourage businesses. It is the competitiveness of Ghanaian enterprises, particularly in the agricultural and manufacturing sectors, he added, that will determine Ghana’s capacity to create wealth for her youth and women, and wealth in our society, and the sustainable development of the country. “The competitiveness of Ghana’s private sector is key to addressing issues of inclusion, economic development and growth of Ghana. That is the way to building a self-reliant Ghana, with a strong economy, capable of generating jobs and prosperity,” he added. This process of economic and industrial transformation, he added, is going along with the most basic elements of social justice, i.e. Free Senior High School education, and the revitalization of the National Health Insurance Scheme.
Afreximbank President Dr. Benedict Oramah (right) exchanging documents with Dr. John Mangudya, Governor of the Reserve Bank of Zimbabwe.
The financing would be supported by Zimbabwe’s export proceeds, including gold and other mining exports. The MoU states that the line of credit is expected to boost trade into and out of Zimbabwe and will promote the country’s economic development.
PLASSER SOUTH AFRICA ANNOUNCES 51% BLACK OWNERSHIP RECOGNITION During the 11th IHHA conference held in Cape Town, the CEO of Plasser South Africa announced in a press release that Fezile Dantile will be joining the company as Managing Director as from 1 November 2017.
Africa must follow suit In a similar vein, President Akufo-Addo noted that “we need to build an Africa that is able to look after her people through intelligent management of the resources with which she has been endowed, and embark on a new path. This path offers a new Africa. It is an Africa that will be defined by integrity, sovereignty, common belief, discipline, and shared values. It is one where we aim to be masters of our own destiny, and establish an Africa beyond aid.” The success of the Continental Free Trade Area on the African continent, he is confident, will present immense opportunities to bring prosperity to the continent with hard work, enterprise and creativity.
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https://www.youtube.com/ watch?v=fZiYTbtxkKY
Mr Dantile will also become a shareholder in the company and this further enhances Plasser South Africa’s Black Ownership recognition to 51%. This is an important step for Plasser South Africa as it demonstrates the companies commitment to economic transformation.
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RSR PARTNERS WITH THE ENGINEERING COUNCIL OF SOUTH AFRICA
The Railway Safety Regulator (RSR) and the Engineering Council of South Africa (ECSA) signed a Memorandum of Understanding (MoU) aimed at professionalising the work of railway safety inspectors, and ensuring that railway safety inspectors and engineers have the necessary educational training and continuing professional development (CPD) to perform engineering work in the railway environment. The MoU signing took place on 15 September 2017 at ECSA, Bruma in Johannesburg.
Poya expressed his exhilaration at the signing of the MoU. “The agreement is the beginning of good things, particularly in enhancing the quality of railway operations and engineering, thus improving railway safety. This will unlock extraordinary opportunities for collaboration and benchmarking of best practice between the two entities,” said Poya. Speaking at the ceremony Madonsela echoed the sentiments of RSR. “We are truly honoured to be given an opportunity to join forces with the Railway Safety Regulator on this journey of professionalising the work of railway safety inspectors. We are optimistic that this joint venture will ensure that the railway safety inspectors acquire the requisite educational training to perform engineering work in the railway environment in order to protect the health and safety of the public”, he said.
ECSA was represented by its CEO This collaboration will include Sipho Madonsela Pr Eng, and the the following: RSR by its CEO, Nkululeko Poya. Executives and specialists from • Cooperation in efforts to both organisations attended this professionalise railway safety historic event. IECHolden_506_ad_RA_180x120_traction-V2.pdfinspectors 1 2016/02/09 1:04 PM and engineers
in order to limit duplication of processes and facilitate the process of professional registration with ECSA. •
Sharing information with the goal of benchmarking best practice from one another's processes.
•
Recognition of qualifications which railway inspectors may complete through the Quality Council for Trades and Occupations (QCTO) or higher education institutions.
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Recognition and accreditation of Continuing Professional Development (CPD) courses offered by the RSR.
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The establishment of Specified Categories for registration of Inspectors, as needs arise.
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Collaboration on matters of public safety in the railway industry.
The MoU will be in effect for a period of two years starting from 15 September 2017.
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NRZ OPENS UP ITS WORKSHOPS TO EXTERNAL CUSTOMERS The National Railways of Zimbabwe (NRZ) is opening up its massive workshop facilities in Bulawayo for outside commercial jobs. As a result of the initiative, NRZ Engineering Workshops have been rebranded to Inter-Rail-Tech. The workshops are among the largest Integrated Engineering Workshops in Southern Africa and are geared to a provide a onestop solution to the mining and engineering industries. Inter-RailTech is primarily geared for general Mechanical, Electrical and Structural Engineering, offering designing, fabrication, manufacturing, reconditioning, repairs, rewinding, servicing and consultancy as well as boiler and wire rope maintenance inspections.
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Inter-Rail-Tech has qualified engineering staff comprising engineers, technicians and artisans from the three NRZ divisions namely; Mechanical, Electrical and Structural. There is a great market and need for Inter Rail Tech services and it will be targeting mining, production, manufacturing and agricultural sectors as well as individuals, as it believes no job is too small. The decision to open up NRZ workshops came courtesy of its excess capacity in the form of idle machinery and accommodating outside jobs will unlock value and increase the capacity utilisation of the workshops. There is also a gap in the market for services offered by Inter-Rail-Tech as a number of companies, which used to offer
these services mostly in Bulawayo and the Midlands have closed down. Inter-Rail-Tech boasts of a wide range of industrial machinery and equipment including CNCcomputerised lathe machine; balancing machine for balancing rotors, turbines and armatures; pressing machines, which can press up to 150 tonnes; a foundry; jackhammers for civil works; a vacuum pressure impregnation plant; mobile cranes and bulldozers. Inter-Rail-Tech offers a one-stop shop where a complete quality product is deliverable and marketflexible through barter deals. The Inter-Rail-Tech project seeks to adopt a Total Quality Management and is working towards ISO Certification.
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NRC TO INTRODUCE 24-HOUR FREIGHT SERVICE The Nigerian Railway Corporation recently announced that they will introduce a 24-hour freight service between the Apapa port and Ebute Meta (7km), to reduce road traffic, the configuration at this point seems that it will have one locomotive and 20 wagons. This will hopefully alleviate some of the challenges and backlog currently being experienced. In addition the NRC plans to run an extra four container trains per day.
AFRICA UPDATE
SPEED UP REVITALISATION The Nigerian Federal Government has been urged to speed up the revitalisation of the Ajaokuta Steel Company Ltd and Aluminium Smelting Company of Nigeria (ALSCON), as well as revive several moribund steel plants scattered across the country in a bid to grow the country’s steel sector and promote private sector participation in Steel development. The National Council on Mining and Mineral Resources Development (NCMMRD) will in partnership with government as a matter of urgency, compile a nationwide inventory of miners, active mining sites, processing companies, personnel and machinery in order to create an all-encompassing data bank to be used in advising potential investors and for investment planning. This, is as a result of the decisions reached during the three-day maiden meeting of the NCMMRD, as contained in the communiqué issued at the end of the meeting. The inaugural meeting was attended by Commissioners and Permanent Secretaries of minerals and mining ministries across the 36 states between September 12 and 14 in Abuja. The council meeting was chaired by the minister of mines and steel development, Dr Kayode Fayemi. According to the communiqué, the meeting which did a comprehensive review of the mining sector agreed that some major steps must be taken in order to increase Continues on page 54
BOMBARDIER TRAXX LOCOMOTIVE IN TEST Recently the TRAXX locomotive part of the 1064 Transnet locomotive procurement programme from Bombardier was out on test. Three of the Class 23E locos pulled a train of 104 wagons loaded with manganese ore, over the Eagle’s Crag, the steepest track slot (12.5% climb ) on the Manganese Line from Kimberley to Port Elizabeth. Bombardier Transportation and Transnet’s technical teams worked closely ensuring a successful trial, additional test runs will follow in the coming weeks.
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AFRICA UPDATE Continued from page 53
the current growth being experienced in the sector. The meeting also agreed that there should be synergy between the Federal Government, States and Local governments to ensure that the country takes full advantage of its vast mineral deposits. The Communique reads in part: Current effort at bringing Ajaokuta Steel Company Ltd and Aluminium Smelting Company of Nigeria should be invigorated and every effort should be made by government to revive Moribund Steel Plants and promote private sector participation in steel development.
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MAJUBA RAIL LINK OHTE The problem of coal trucks tearing up Mpumalanga’s roads is to come to an end following Eskom's realisation of the R5.2 billion Majuba railway line. Mpumalanga residents have been outraged for years over the number of coal trucks destroying town roads.
A private sector driven single export window policy is recommended. Modalities should be put in place at every exit point and ports in the country for quantity and quality analysis. This will monitor and record all mineral exports and ascertain appropriate royalties and certifications, including the installation of weigh bridges, credible international inspection outfits and the likes. This will also promptly address the mineral revenue leakage that occurs through the exit ports. There should be synergy among Federal, State Governments & Local Government Areas through the instrumentality of Minerals Resources and Environmental Management Committee (MIREMCO) as provided for by Section 19 of Nigerian Minerals and Mining Act, 2007, the committee should be strengthened where it already exists and those dormant in every state should be reactivated. There should be synergy between the ministry of mines and steel development and the state governments to improve operational collaboration and enhance communication for effective execution of the Roadmap for the growth and development of the mining industry. In issuance of the certificate of origin, the federal and state governments should collaborate through MIREMCO in analysing and tagging of minerals at source with a view of determining appropriate royalties. Adequate capacity building, funding and logistics support should be provided for the appropriate technical departments of the ministry to ensure effective monitoring and enforcement in the mines fields. Improved data collation and recording of minerals production should be emphasised. This implies that the target set in the roadmap for 2025 to contribute 3% to the GDP could be surpassed. The curbing of illegal mining activities should be pursued continuously and existing framework to curb minerals smuggling should be activated by relevant agencies. Existing audit and control mechanisms for monitoring of mineral exports to curb under-declaration of mineral exports should be strengthened. The repatriation of proceeds, royalties and taxes accruing from exported minerals through the appropriate government procedures and channels should be vigorously pursued. Adequate capacity building, funding and logistics support should be provided for the appropriate technical departments of the ministry to ensure effective monitoring and enforcement in the mines fields. Concrete effort should be made by the Ministry of Mines and Steel Development (MMSD), the federal ministry of environment and state ministries of environment on issuance of Environmental Impact Assessment (EIA) reports. The next council meeting is scheduled for the first quarter of 2018. 54 www.railwaysafrica.com
Mpumalanga premier David Mabuza assured residents that the new railway would alleviate this problem. During his 2013 state of the province address, Mabuza said numerous social and economic benefits would be associated with the project. The mining town of Ermelo has been the most heavily affected with three national roads, the N11, N2, and N17 passing through the town. The N11 carries approximately 1,000 trucks a day. The project is expected to be completed by December 2017. The Majuba railway has been designed to transport 14 million tonnes of coal annually from the Goedgevonden, Vlakvarkfontein, Exxaro, Middelkraal, Kuyasa, and Shanduka mines. The construction of this dedicated railway comes as result of Eskom’s initiative to change the transportation method of coal delivered to a number of power stations, especially Majuba Power Station, from road trucks to rail, resulting in positive economic, environmental and social benefits.
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“Tractionel Enterprise is proud to be associated with the Majuba Rail Project, and of course being the OHTE partner of choice on both the largest OHTE projects of their kind in South Africa during the past decade”. Danie Lubbe, CEO, Tractionel Enterprise.
The 68km corridor is the first large Greenfield freightrail infrastructure project to be carried out in South Africa since 1986 and will be operated by Transnet Freight Rail (TFR). Appointed as sub-contractor for the electrical works, Tractionel Enterprise is responsible for the supply and installation of the 3kV DC and 25kV AC OHTE and associated equipment, a new 3kV DC traction substation, extension of the existing Nooitgedacht substation building, as well as an 11kV AC transmission line for signal and auxiliary power supplies to be mounted on cross-arms on the same support structures which carries the 3kV DC and 25kV AC OHTE. The OHTE comprises three distinct layout designs. The OHTE will incorporate a 25kv AC section as an “island” in between two 3kV DC sections.
The change over from DC to AC and AC to DC will deviate from the traditional stationary type system currently being employed by TFR. The new system is termed the On-theFly (OTF) system. This system is designed for use with the new generation dual voltage locomotives such as class 19E or similar 3kV DC/25kV AC motive power. The train will merely drive through at speed. Track magnets before the OTF will open the on-board voltage-feeding breaker, the pantograph remains up and the locomotive will automatically detect the relevant system voltage on the other side of the OTF and the correct on-board voltagefeeding breaker will close with magnets again. Invalid locomotives will be prevented from entering the changeover area through the use of a Locomotive Identification System combined with railway signalling technology. The back up to the OTF
system in the event that the signalling system goes down is an electrical protection system, which will trip both the adjacent upstream traction supplies. “Tractionel Enterprise is proud to be associated with the Majuba Rail Project, and of course being the OHTE partner of choice on both the largest OHTE projects of their kind in South Africa during the past decade,” said Danie Lubbe, Tractionel Enterprise’s CEO. Tractionel Enterprise is a market leader in railway electrification in Sub Saharan Africa, boasting a fullyfledged design and project management office, and has an established track record in the rail sector with the completion of similar projects including the prestigious Gautrain Rapid Rail Link.
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“Technology is driving a th 4 Industrial Revolution.”
IHHA - The Future is Now Driverless trains, automated shunting, 3D printing, and ultrasonic sensors that detect breaks in railway lines may all sound like they belong in a science fiction film. But, as Head of Industries at the World Economic Forum, Dr Cheryl Martin, explained at the recently held International Heavy Haul Conference and Exhibition: “Technology is driving a Fourth Industrial Revolution.” It’s a revolution in which Artificial Intelligence, Virtual Reality, sensory networks, and new materials are already having a permanent effect on industries all over the world. “Heavy haul railroads have benefited from common innovations and technology platforms,” according to Michael Roney, former General Manager at Canadian Pacific Railway, who presented a benchmarking study about developments within the heavy haul railway industry during the conference. Participants in the study were asked about the technologies they were
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working on that they felt would aid their business’ success. The majority reportedly viewed each one of their current areas for development as a continued focus for at least the next ten years. Among the challenges faced by the global heavy haul industry is the creation of what Dr Cheryl Martin calls a “seamless integrated mobility system.” Rail remains in tough competition with road haulage, but an opportunity exists for heavy haul to play a crucial role in the global supply chain. Without innovation and adaptability, however, the industry’s competitive edge is threatened. Transnet Freight Rail has a reputation for innovation, owing to its operation of the world’s longest production train, which reaches up to 4km in length per train. The technology was created to fulfil a demand for increased rail capacity for transporting iron ore on an 860km single track railway line from Sishen mine in the Northern Cape, to Saldanha Bay’s
port on South Africa’s southern coast. Beyond South Africa, increasing intra-Africa trade remains a key challenge. Future heavy haul lines including the Swaziland link and the manganese line are at a fairly advanced stage, with plans to extend South Africa’s heavy haul lines from their current route length of 2,103km to 4,438km over the next 20 years. In a panel session on the challenges limiting African rail systems’ interconnectivity, TTCI’s Harry Tournay pointed out that building relationships between countries is the first step. “Relationships between countries start, and then become much less important. As soon as you start engaging in the commercial relationships, you start cementing things. Then the other technical standards start falling into place.” Internationally, the U.S aims to ship more freight on fewer trains, according to Semih Kalay, Senior Vice President of the
Technology Transportation Centre Inc. (TTCI) in Colorado. Despite several delays, Australian-British mining giant Rio Tinto is on track to launch driverless train operations across its Australia-based Pilbara iron ore lines by the end of 2018. China Railways recently achieved a zero-accident rate, according to Deputy Director of China Railways’ Transportation Bureau, Shen Ruiyuan. Adverse market conditions continue to threaten the profitability of heavy rail operators around the world but, as with other fast-changing industries, approaching disruption positively will be key. “The Fourth Industrial Revolution is changing how bulk freight gets transported around the world. But, the core need of transporting heavy stuff will persist,” said Dr Brian Armstrong, Professor in the Chair of Digital Business at Wits University. “The core product hasn’t changed”.
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COMPANY NEWS
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CUMMINS PROVIDES LATEST TECHNOLOGY FOR EMISSIONS CONTROL Cummins, the world’s largest independent engine manufacturer, has over 70 years’ experience in high-speed rail engines, reveals Andreas Dammann, Rail Business Manager – EMEA. With engine platforms from 36 kW to 3 300 kW, Cummins has a range of engines specifically for the rail market segment. The gamut includes locomotives (QSK95, QSK60) railcars and multiple units (Q19R) as well as track maintenance (QS50, Q30) and auxiliary power (K19). At present Cummins has 28 000 engines in service in the rail market, which means that implementing energy-saving initiatives to reduce costs is becoming increasingly important. Here the focus is on energy- and emission-efficient traction vehicles, including maintenance and support, as well as infrastructure such as tracks and depots, and the role that telematics plays in operational efficiency. In terms of Cummins’ emission technology for advanced regions like North America (EPA line-haul
regulations) and Europe (EU locomotive regulations), which is anticipated to become the standard in future low-emissions territories, the QSK95 is the cleanest and most durable locomotive engine available on the market today. The 2 MW QSK60, on the other hand, is the most versatile global locomotive engine. Cummins’ solution for Tier 4 (US) and Stage 3b (Europe) regulatory compliance is based on proven advanced active emissions control technology such as Selective Catalytic Reduction (SCR), where particulate matter is controlled in-cylinder and nitrogen oxide (NOx) is reduced. Not only does this solution reduce fuel consumption, it also boosts engine performance and durability. Key requirements for customers are uptime (reliability), total cost of ownership (fluid consumption) and life to overhaul (durability). Here SCR technology represents the best emissions solution for high horsepower engines and
rail applications. Exhaust Gas Recirculation (EGR) technology, on the other hand, plays an important role in Cummins’ engine line-up for on-highway and smaller off-highway engines, where ultra-low emission requirements are critical. Highlighting the inroads that Cummins has made in the rail market segment to date, Dammann reveals that the US has selected the QSK95 engine for its 125 mph high-speed passenger locomotive programme, while an EMD SD 90 converted with a QSK95 is in field trials at Indiana Railroad as a demonstration unit for US Freight.
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FEATURE: COMPANY
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Listen To Your Tracks, Trains And Infrastructure Frauscher Sensor Technology is a leading supplier of axle counters and wheel detection systems based on inductive sensor technology participated in the IHHA conference again this year. Together with Gear Rail, its partner for Sub-Saharan Africa, the company seized the opportunity to introduce its latest innovation, the Frauscher Tracking Solutions FTS to the heavy haul experts on-site. This new product line is based on Distributed Acoustic Sensing (DAS) and has the potential to provide the industry with all new and yet known but significantly optimised applications, especially when it comes to asset condition monitoring. Distributed Acoustic Sensing (DAS): how it works When sending a light pulse into a glass fibre, millions of minor changes (“scatter sites”) each scatter a small portion of that light pulse back towards its emission site. The reflected component of this scattered light is called “backscatter”. DAS uses this effect by sending a light pulse down the fibre strand and detecting the backscatter, which also is changed by sound waves and vibrations along the fibre. With evaluating these changes of the backscatter, the whole fibre optic cable turns into a continuous sensor that works like a string of virtual microphones. As the light pulse and backscatter are travelling at the speed of light, changes detected in the backscatter caused by various sound sources can be translated into acoustic signatures. By developing
appropriate algorithms, it is possible to connect these signatures to specific events. Using this method, it is possible to detect people walking, trains moving, changes in an asset’s condition, and more, as all of these create certain amounts and patterns of acoustic energy.
DAS solutions, called Frauscher Tracking Solutions FTS, which integrate DAS with proven axle counters and wheel sensors. This allows overcoming the constraints described above and enables DAS to be applied comprehensively to a double track line.
It was apparent during initial test installations that DAS provided a wide range of benefits. However, just like any other sensing technology, it has a specific set of challenges to overcome. In its current form, DAS does not robustly identify which track a train is travelling along. While the cable senses all the trains and their movements on all the tracks, it still requires a secondary input to corroborate which track the acoustic signature is associated with.
When used on a stand-alone basis, FTS provides real-time information of a train’s position, speed, acceleration, length and more. Furthermore, it can detect activities such as people walking and thereby fulfil several security applications. When combined with wheel detection systems, an axle counter such as the Frauscher Advanced Counter FAdC takes care of fail-safe track vacancy detection up to SIL 4, while FTS generates additional information that can be used to optimise train movements.
Frauscher Tracking Solutions FTS Frauscher Sensor Technology has developed a set of railway specific
1.
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Impact Sound
Optical Fibre
Scatter Site
Light Pulse Backscatter
Asset condition monitoring based on FTS
Altered Backscatter
Flat wheel detection
Whilst conducting tests to further develop the capabilities of FTS for train tracking and security applications, a range of options to use this new solution for asset condition monitoring were also identified.
Broken rail detection Currently, track circuits provide the most commonly used method for detecting broken rails, although they fail to accurately locate the broken rail within a block section. Using FTS it is possible to detect broken rails under a passing train anywhere along a monitored track in an economic way, with an accuracy of up to 10 metres. Detection and classification is possible in real-time and the operator is made aware of the broken rail immediately.
DAS principle: Sound and vibrations change the intensity of the reflected light.
A similar process was applied to enable flat wheel detection. Whereas currently a Wheel Impact Load Detection (WILD) device is used at discrete fixed locations to detect flat wheels, FTS has the capability to identify flat wheels along the entire length of the sensing fibre. In the future, it will even be possible to classify their severity across the whole network.
Rock fall detection Rocks falling on tracks generate a certain degree of acoustic energy, so FTS can also detect this kind of environmental influence. As with other applications, it is possible to localise the event to the closest 10 metre section of fibre significantly reducing the downtime associated with finding the source by ground staff. Recognising such an event
3. 2.
enables railway operators to warn trains, improving safety and traffic management. Radio transmission even allows appropriate information to be sent directly to the train engineer. By conducting fine adjustments, even the moving paths of rolling rocks are detectable.
Outlook: potential to prevent and predict In addition to the proven capabilities of DAS to track trains in real time, detect flat wheels and broken rails, alert for personnel intrusion and rock fall, it carries the clear potential to deliver a dynamic view and real-time situational awareness of infrastructure health. This in turn, allows for immediate, short and long-term preventive and predictive maintenance actions to be instigated. The asset condition monitoring data already generated by FTS can support the development of smart maintenance strategies based on prevention and prediction. Thereby, FTS contributes to reduce the overall cost of running expensive maintenance assets whilst at the same time improving the ability of an operator to increase operational service. “These possibilities will be especially interesting for operators from the heavy haul industry, as damages and wear at neuralgic points, such as track joints, are more likely to occur on infrastructures which are frequently used by heavy trains. Against that background we are sure that FTS will provide our customers with interesting options in addition to Frauscher’s existing portfolio of innovative axle counters and absolutely precise wheel detection systems”, says Roelf Alberts, CEO at Gear Rail.
1. Frauscher Wheel Sensor RSR180. 2. Frauscher Advanced Counter FAdC. 3. Broken rails can be detected using Frauscher Tracking Solutions FTS. www.railwaysafrica.com 59
COMPANY NEWS
UNLOCKING COMESA’S US$80BN TRADE POTENTIAL PEGGED ON INFRASTRUCTURE The 10th meeting of the COMESA Ministers responsible for Transport and Communications, Information Technology and Energy was recently held in Lusaka, Zambia. At the opening of the meeting, COMESA Secretary General Sindiso Ngwenya informed the Ministers that the absence of cross border production networks that would result in intra industry trade between and among firms within the region has been a major trade barrier. “The current intra-regional trade in the Common Market for Eastern and Southern Africa is US$20 billion with a potential of over US$82.3 billion,” he said. This potential can only be unlocked by addressing transport and logistic challenges which are fundamental to the COMESA agenda of inclusive and sustainable industrialisation. The Secretary General observed that COMESA Member States have the highest potential in producing and exporting the products whose total value is approximately 10 times that of the existing trade. He noted that while considerable progress has been made in establishing favourable trading arrangements among member states, there is a need to ensure the productive side was properly structured. Zambia’s Acting Minister of Transport and Communications Mathews Nkhuwa called on member states to put in place policies, systems, institutions and resources to ensure adequate infrastructure capacity in terms of quantity and quality. “We need to mobilise adequate resources to address this challenge in line with national and regional priorities because infrastructure is pivotal in enhancing economic development of the region,” Nkhuwa said. A report presented to the Ministers at the meeting highlighted notable infrastructural projects that have been completed in the region. These include the first phase of the standard gauge railway between Mombasa and Nairobi which will eventually connect Kenya to Ethiopia, Uganda and South Sudan. Ethiopia has also completed constructing a 750km standard gauge railway which will connect to Djibouti. At the meeting, the Ministers were taken through a new transport system known as the Futran. The System which was developed in South Africa seeks to address the need for a new class of costeffective large-scale transportation systems in Africa, especially for densely populated cities. It can be applied to bulk freight, factories and warehouses, and public transport. Once implemented the Futran System shall provide efficient, costeffective, transportation for the goods from points of production to market, at very low costs and provide affordable rates for passengers. In the energy sector, the region currently has a total installed power generation capacity estimated at 65,791 megawatts as at the end of 2016. This is a 36% increase from 2012 figures of 48,352 megawatts. On ICT, COMESA countries represent 37% of the internet users in Africa. There is a need to do more to enable the majority of Africans access to ICT services. For more information on the Futran system refer to page 26. 60 www.railwaysafrica.com
RAILWAYS AFRICA
5:2017
SIEMENS AND ALSTOM Siemens and Alstom have signed a Memorandum of Understanding (MoU) to combine Siemens’ mobility business including its rail traction drive business with Alstom. The transaction brings together two innovative players of the railway market with unique customer value and operational potential. The two businesses are largely complementary in terms of activities and geographies. Siemens will receive newly issued shares in the combined company representing 50 percent of Alstom’s share capital on a fully diluted basis. The merger creates a European champion in the mobility business with unique innovation and operational potential, combining the complementary strengths of two strong brands and their long-lasting heritage in the transportation industry. Siemens will be the majority shareholder in the combined entity, which is expected to commence operations after closing end of 2018, subject to regulatory approval. The global headquarters and the rolling stock headquarters will be located in Paris, France, while the mobility solutions headquarters will be located in Berlin, Germany. The joined entity will be listed on the French stock exchange and will be fully consolidated in Siemens’ financial statements. The Board of Directors of the combined entity will consist of eleven members. Siemens will nominate six of them including the Chairman of the Board. Alstom will nominate four independent board members. The CEO of the combined company will be a member of the Board of Directors, too. To ensure continuity of the management, the current CEO of Alstom, Henri Poupart-Lafarge, will assume the CEO role for the joint entity for a four-year term. The CEO of Siemens Mobility, Jochen Eickholt, will assume responsibility in the integration process and an important role in the new entity. Until closing of the combination, Siemens Mobility and Alstom will continue their daily operations as separate companies.
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