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EDITOR’S COMMENT
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This being the last issue of 2016, I would like to take the opportunity to thank our readers, advertisers and contributors for the continued support received during the course of the year. It cannot be denied that it has been a tough year, however, investment in the continent’s infrastructure continues to dominate development discussions across platforms, promising to keep Africa’s continued prosperity on track, in a difficult global economic cycle. In this issue, our cover article talks to successfully delivering on infrastructure projects, on time and within budget, through the use of intelligent project management software solutions. Built on global best practises and offered by ARES, a leading project management company. If you are interested in a hands-on introduction to the worldclass suite of software and services offered by ARES, please feel free to contact me, as Railways Africa™ has negotiated a special introductory offer. It is pleasing to see that even in these tough economic times, orders for rolling stock are coming through, which is testament to the UNIFE World Rail Market Study’s findings of a 3% projected growth rate over the short to medium term on the continent. Original Equipment Manufacturers (OEM) can expect an increase in orders from the African continent in the 2017/18 FY, placing Africa as a key driver for the rail industry on a global scale.
READER SURVEY
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A few weeks ago, world leaders gathered in Marrakesh, Morocco, for the first global climate change conference (COP22) to be held on the African continent. The need for a shift to more sustainable transport modalities featured highly on the global COP22 agenda, and the potential of rail to contribute to the reduction in carbon emissions emanating from the transport sector was recognised by all stakeholders. In addition, the digitisation of the rail industry continues to drive advancements in rail services, operations and maintenance, a trend that we expect will continue at increasing speeds in years to come. As the authoritative railway publication in Africa, we pride ourselves on aligning our publication with cutting-edge trends and industry objectives, both on the continent and internationally. With this in mind, the team at Railways Africa™ have highlighted a move towards more sustainable, digital operations for the 2017/18-year. As our readers remain the most important stakeholders in our publication, we would like to ask you to complete a short questionnaire, which aims to identify the best way that we can tailor our product offerings to your unique needs, with sustainability and digitisation in mind. To participate, please go to our website, or scan the QR-Code to the left. Safety on the continent’s railways remains a priority, and I would like to commend the Railway Safety Regulator of South Africa (RSR) for their in-depth report back on the state of railway safety in the country. We have provided a detailed analysis of the 2015/16 State of Railway Safety Report in this issue, and add our voice to the call for all stakeholders to observe railway safety protocols, specifically the message to always stop at level crossings “Look, Listen, Stay Alive”, especially at this time of year, when scores of holiday makers take to the road for the holiday season. The 2017-year looks to be an exciting one for the continent’s railway industry, as we anticipate the roll out of multiple projects and programmes. The Gautrain Management Agency (GMA) will be ordering new rolling stock for the Gautrain, and will be releasing the results of the feasibility study on the ambitious extension plans for the project. The first of PRASA’s X’Trapolis MEGA trains will be taking to the tracks in Mamelodi for the initial trial runs of Gibela’s rolling stock for passenger services. The Dunnottar train manufacturing plant will be coming on line, seeing Alstom rolling stock being manufactured in the country for the first time. Kenya will be inaugurating their long awaited standard gauge railway line, and Tanzania is expected to follow close behind. We hope that you share our excitement, as we bring you all the news and business intelligence emanating from the continent’s railways in 2017. Railways Africa™ looks forward to seeing increased growth for those who participate in the rail sector in 2017/18. As we close on this exhilarating, all be it challenging, year; we wish each of you a fantastic festive season, filled with the rest and recuperation needed to prepare for a sensational 2017.
Phillippa Dean Railways Africa™ - Editor 2 www.railwaysafrica.com
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RAILWAYS AFRICA
RAILWAYS AFRICA PUBLISHER Rail Link Communications cc EDITOR Phillippa Dean DESIGN & LAYOUT Craig Dean WEBSITE Brent Fox Craig Dean Michael Lotriet HEAD OF COPY Nicole Barnes
In this issue Enterprise Solutions To Keep Capital Projects On Track
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Progress Rail Signs Contract with Tunisian Railways
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Alstom Committed to Sustainable Mobility
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DCD Group – Forging Ahead In South Africa and Abroad
21
Preventative Maintenance For Industrial Batteries
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The State of Railway Safety In South Africa
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Company News 36 Africa Update 40
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ENTERPRISE SOLUTIONS TO KEEP CAPITAL PROJECTS ON TRACK
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DCD GROUP – FORGING AHEAD IN SOUTH AFRICA AND ABROAD
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PROGRESS RAIL SIGNS CONTRACT WITH TUNISIAN RAILWAYS
PREVENTATIVE MAINTENANCE FOR INDUSTRIAL BATTERIES
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THE STATE OF RAILWAY SAFETY IN SOUTH AFRICA
TAKING ELECTRICAL SAFETY TO A NEW LEVEL WITH MARECHAL® SOCKETS
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36
20 TONNE METRE CRANE ROAD RAIL VEHICLE
PRASA’S FIRST X’TRAPOLIS TAKES TO TRACK
38 SUBSCRIPTIONS
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FEATURE
RAILWAYS AFRICA
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Enterprise Solutions To Keep Capital Projects On Track
Investors in the African market are all too aware of the lack of infrastructure needed to fast track the continent’s industrialisation and resultant economic emancipation. With billions in capital spending going to transport infrastructure projects across the continent, one has to ask the question: “Why is Africa still not realising its true potential?” While it is tempting to rely on the argument that under-resourced economies will always be at a disadvantage, the reality is that throwing money at the problem has consistently yielded poor results. The solution to driving effective infrastructure development lies, more than ever, in utilising the best available tools to ensure that money is spent wisely on well-executed projects that will make the continent competitive on a global scale. Project planners need to ensure that projects are researched thoroughly, planned efficiently and managed from conceptualisation, feasibility study through to operationalisation with financial viability and effective governance in mind. Herein lies the true solution to Africa’s development challenge. The Debate Is Over – We Need Railways In a landmark meeting of the United Nations in 2015, world leaders from across the globe agreed to the Agenda for Sustainable Development, which outlines 17 Development Goals aimed at ending all forms of poverty, while protecting the environment. At the heart of the 2030 Agenda for Sustainable Development is the need to establish sustainable mobility solutions that will ensure the safe and efficient movement of goods and people to support economic growth, job creation, poverty reduction, access to markets, and empowerment of vulnerable groups, while protecting the environment. According to a recently published report from the United Nations Secretary-General's High-Level 6 www.railwaysafrica.com
Advisory Group on Sustainable Transport: Mobilising Sustainable Transport for Development, transport is responsible for 23% of global energy-related greenhouse gas emissions and emissions from this sector are increasing faster than from any other industrial quarter, on a global scale¹. The answer to this challenge involves making transport planning, policy and investment decisions based on the potential for social development and economic growth while mitigating the risk of increased global warming and environmental degradation. Railway transportation modalities, which offer safe, efficient, highvolume transportation for both people and goods over the short and long haul, are critical in achieving a sustainable global transport matrix. Railway energy efficiency has doubled since 1975, and
electrification has expanded to cover one-third of the global network, powering almost 45% of all rail activity. Rail companies are choosing to invest directly in renewable energy, which now powers more than 20% of electric powered trains. Recuperative braking, a state-ofthe-art process that returns energy to the grid when trains slow down, is being implemented in some of the world’s largest railway networks. Many stakeholders in the railway sector have well-developed research programmes that are dedicated to developing technologies to achieve further efficiencies such as smart grids2. It is, therefore, safe to assume that future transport solutions will increasingly feature railways – be it the short distance high-volume urban transit systems that are emerging in megacities across the
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FEATURE
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FEATURE
ARES PRISM is an enterprise project lifecycle management software solution that supports the planning, execution and completion of capital projects for reliable forecasts, cost control and performance measurement. The suite of software incorporates modules that are tailor made to manage every aspect of capital projects, including estimates, cost management, engineering, procurement, contracts, field management, dashboards and reporting.
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world, or the extreme long-haul rail networks that promise to deliver passengers and goods across continents. The challenge, however, remains in managing the enormous costs associated with implementing capital projects of this nature.
Building Railways For Africa– Can We Afford It? Capital projects in the railway sector are notoriously expensive and difficult to manage, with some projects taking up to 30 years to progress from conception to completion³. The greatest challenge experienced by government agencies trying to build railway infrastructure is the tendency for mega-infrastructure transport projects to run over budget. According to a study conducted by Hartman and Ashrafi in 2014, more than 50% of capital projects exceed their budget costs by between 40% and 200% - an extraordinary number when one considers the cost involved in building and maintaining railway infrastructure. In another study, conducted by German researchers Flyvbjerg et al., data was collected from 258 transport infrastructure projects in 20 countries across a variety of socio-economic strata. Analysis showed that rail projects have an escalation rate of 44,7% - the highest appreciation rates in comparison to road, air, and maritime capital projects⁵. This is a particular struggle in developing economies, where purse strings are tight and fiscal planning needs to be done with great care to support growth while sustaining the needs of impoverished populations. The implications for Africa are that while the continent undoubtedly needs railway infrastructure to mobilise economic development – be it through the export of commodities or the mobilisation of the workforce – projects often end with feasibility studies filed away in government department archives awaiting funding, while the economic opportunities that could be realised, but for efficient logistics, are shelved by major investors.
Beyond Financing As An Obstacle Over the past decade, the African Development Bank (AfDB), among other international development
agencies, have increasingly been supporting capital projects in the transport sector across the continent, with the understanding that with efficient transportation infrastructure comes trade, growth and development. The majority of these funds are being channelled into the development of strategic transport corridors, aimed at linking areas with growth potential in the mining, manufacturing and agricultural sectors with port facilities, to encourage both interregional and international trade. According to the AfDB’s Transport and ICT Infrastructure Department Annual Report for 2015, the bank’s transport project portfolio has reached $US11 billion, providing financial support for 114 projects in 44 countries across the continent. In addition to financing from Official Development Assistance (ODA), many African countries including Ethiopia, Nigeria, Kenya, Uganda, and Tanzania, to name a few, are finding the financial support needed for capital projects through Foreign Direct Investment (FDI). The Export-Import Bank of China has extended billions to countries in both East and West Africa for the construction of railway infrastructure over the past two decades. The result has been the commissioning of both electric urban rapid transit systems and nation-wide Standard Gauge Railway (SGR) networks, with the requisite stations and rolling stock in Ethiopia, Kenya and Nigeria with lines in Uganda and Tanzania expected in the near future. In addition, the European Union (EU) remains the leading financier in Africa, extending sums of up to $US4 billion to African governments for development projects annually. Finally, the private sector is increasingly coming to play a fundamental role in providing the capital needed for infrastructure development through PublicPrivate-Partnership (PPP) deals. France’s Bolloré Group continues to invest in their railway concessions in Africa, including Sitarail in the Ivory Coast and Burkina Faso, Benirail in Benin and Camrail in the Cameroon. The company is in the process of building a railway loop linking all of the major territories across West Africa at an estimated cost of €2 billion. In South Africa, the French multinational Original Equipment Manufacturer (OEM)
Alstom has entered into a consortium deal with South African stakeholders to deliver 600 passenger trains over the next 19 years in a project valued at more than R1 billion. In addition, Transnet Freight Rail (TFR) is in the process of rolling out a mammoth recapitalisation programme with a capital spend budget of approximately R333.6 billion, which will see 1064 new locomotives being manufactured by four international OEMs as well as upgrades to Transnet’s track infrastructure, ICT and signalling systems. While the AfDB highlights the fact that the continent has a seemingly insurmountable infrastructure deficit, requiring an investment of at least $US92 billion annually until 2020⁶ - it is important to note the level of investment that is filtering into railway infrastructure development projects from various streams on the continent. According to a report published by the consulting firm Ernst & Young (EY), at least half of the required amount is already being financed by African governments, multilateral and bilateral sources of finance and ODA. The conclusion, therefore, is that funding – so often cited as the main reason for the infrastructure gap that costs Africa at least two percentage points off GDP growth per year⁷- is not the primary reason behind Africa’s failure to acquire the infrastructure needed to drive economic activity. The greatest stumbling block is ineffective project management that results in uncertain timeframes, unreliable execution and poor financial control on capital projects, exacerbating rather than closing the infrastructure gap on the continent⁸. With the advent of the fourth industrial revolution, solutions designed to streamline project management are available and are driving effective project execution across a multitude of sectors, throughout the world. To realise the true benefit of the current investment in railways across Africa, available capital funds need to be managed effectively, ensuring that costs are contained; projects run on schedule and are operationalised to offer a maximum return on investment. www.railwaysafrica.com 9
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ARES PRISM – A Solution Designed to Keep Projects on Track ARES PRISM is an enterprise project lifecycle management software solution that supports the planning, execution and completion of capital projects for reliable forecasts, cost control and performance measurement. The suite of software incorporates modules that are tailor made to manage every aspect of capital projects, including estimates, cost management, engineering, procurement, contracts, field management, dashboards and reporting. Capital projects in the rail industry are particularly cumbersome, often comprising compound subprojects and initiatives, multiple stakeholders and contractors, and take considerable time to reach completion. Having a single tool to analyse all aspects of the project provides project managers with a single source of information covering every aspect of project performance. This enables better planning, decisionmaking and change management, to ensure tighter cost control and on-time delivery.
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ARES PRISM creates one central system that provides portfolio management, programme management, project management, maintenance work and initiatives in a single solution. The product delivers standardised project performance measurement techniques that allow for greater project visibility. In addition, the software suite enables expenditure to be tracked and forecasts to be generated without having to integrate multiple lines of evidence from outdated spreadsheets. The software is designed to be highly scalable, maintaining exceptional levels of performance when users increase and project data load escalates. As a turnkey solution, PRISM can be implemented almost immediately, once client data is ready, and remains in operation for the entire lifecycle of the project. ARES PRISM is the only product on the market that offers this level of integration, flexibility and ease of use for the whole lifecycle of projects.
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FEATURE
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ARES PRISM In Action: Change Management On London’s Largest Ever Railway Engineering Project Crossrail is a 118km, high frequency, high capacity railway network, currently under construction in London. The project, initiated in May 2009, promises to transform rail transport in London and the UK’s South East. The project intends to increase central London rail capacity by 10%, support economic regeneration in surrounding communities and cut journey times across the city. There are currently approximately 10,000 people employed by Crossrail, working across more than 40 construction sites to deliver what is the largest infrastructure development project in the European region. The first Crossrail services through central London are scheduled to start in late 2018, and current estimates predict that at least 200 million passengers will use Crossrail annually. The scope of the Crossrail project is difficult to comprehend, requiring collaboration between multiple management teams, engineers, administrators, financial officers, work teams, and a multitude of suppliers and contractors. Due to the complex nature of the work, Crossrail has needed to manage the approval of up to 1,000 project changes per period. With the project management team dispersed across various project sites, obtaining approval for a budget request or contract by manually requesting signatures on a paper-based request form resulted in poor project management and significant delays – which invariably results in an escalation of project costs. It quickly became evident that Crossrail required a streamlined and efficient change management approval process, as well as accurate reporting and automated change management processes so that managers could make informed and immediate decisions throughout the project implementation. In response to this challenge, the Crossrail team chose PRISM as an integrated project lifecycle management solution, which provides both change management and standard reports. Due to PRISM’s ability to integrate with other applications, Crossrail utilised the software to create a centralised information portal that houses their cost management, change management, trending, and forecast data. PRISM’s change management features, with automated change management workflow, enabled Crossrail to overcome the manual process of change control, improved data accuracy, and reduced rework and errors. Project changes are now automatically submitted, tracked, and approved electronically and remotely. After implementing PRISM, Crossrail has realised several business benefits. All project changes are being entered and tracked in PRISM, providing a reliable audit trail, which enables the team to review the project change history. PRISM’s time phasing, trending, and reporting capabilities are eliminating the need for manual adjustments and have prevented time wastage on multiple reports. The Crossrail team are able to generate executive reports within five days of month end, increasing visibility on project execution. The implementation of PRISM to direct change management has significantly streamlined operations on the project and, as a result, Crossrail plans to implement the system in other departments, such as procurement and engineering, in the future.
In addition to the company’s involvement with project execution on Crossrail, ARES is also involved in the UK’s planned High Speed Two (HS2) railway project, which will link London, Birmingham, the East Midlands, Leeds, Sheffield and Manchester. The UK government is funding the project through the establishment of High Speed Two (HS2) Ltd, and promises to increase capacity and connectivity between UK’s commercial hubs for both passenger and freight with a high-speed rail network. Work on the first phase is scheduled to begin in 2017 and will reach Birmingham in 2026, Crewe by 2027 and is expected to reach completion by 2033. HS2 Ltd has selected ARES PRISM to provide the software solution needed for efficient project estimating and cost management – a crucial aspect in a venture that could cost UK taxpayers more than £56 billion10. ARES PRISM will reduce the project’s dependence on manual data capturing processes, providing project managers and planners with consistent, efficient and measurable data at all phases of planning and execution. The software suite allows for collaboration between key stakeholders on the project, without jeopardising control or sensitivity of the project information. HS2 is on par with many of the largest and most advanced railway initiatives in the world, and ARES PRISM is ideally suited to guarantee effective, efficient, and accurate data management on multiple aspects of a project of this size.
ARES PRISM - Enabling Rail Projects In The United States The Dulles Corridor Metrorail Project – also known as the Silver Line - is a new 37km extension of the current Metrorail system that serves Washington DC and parts of Maryland and Virginia, US. The project will add 11 stations to the line and includes the construction of a new rail yard on Dulles Airport property⁹. The extension is expected to serve approximately 85,700 passengers per day by 2030. The project is being constructed in two phases by Jacobs Engineering Group Inc. Phase 1, which started operations in July 2014, runs 19.3km from East Falls Church to Wiehle Avenue in Reston, and cost approximately $US2.9 billion to implement. On completion, Phase 2 will stretch 17.7km, from Wiehle Avenue to Loudoun County in the east, adding six stations and providing Dulles Airport with a much required air-rail link. Under the terms of the contract, Jacobs is required to provide a variety of services in rail engineering, planning, operations support, procurement, programme and project management, construction management, alternative project delivery, value engineering, and cost estimating. To streamline the enormity of this task, Jacobs turned to ARES PRISM to provide a software solution to enable cost and schedule integration, out-of-the-box reporting, earned value management and analysis.
Setting Projects Up For Success Across Industries And Markets The ARES PRISM solution has been implemented by a number of global market leaders in North and South America, Asia, Europe, the Middle East, Australia and Africa. The company has implemented solutions in more than 30 countries, with more www.railwaysafrica.com 11
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than 10,000 users, spanning every industrial sector, including the engineering and construction industry, infrastructure and transport sectors, mining, energy, utilities and technology sectors as well as for several government entities. The Asian-based State Nuclear Power Engineering Company (SNPEC) is responsible for managing some of the continent’s largest nuclear power projects, including providing state-of-the-art pressurised water reactors for the Sanmen and Haiyang Nuclear Power Plants in China. This nuclear power project is of critical importance to the Chinese economy and, as such, SNPEC identified the need to implement rigorous project controls to ensure cost effective, efficient project execution at inception. The company needed to accurately evaluate current project cost performance and forecast estimates at completion. It was also imperative that SNPEC obtained accurate budget execution variances so that they could implement corrective actions to ensure on-time project execution, within budget. In response to this challenge, SNPEC chose ARES PRISM to manage their project controls. PRISM has allowed SNPEC to align the project budget and schedule to deliver dependable forecasts and accurate out-of-the-box reports. Project managers are able to gain an accurate overview of project performance, ensuring timeous decision-making and seamless project execution. As a result of the benefits that PRISM has brought to the company’s project management processes, SNPEC is planning to integrate PRISM with their other performance management systems. In Australia, the privately owned engineering enterprise Laing O’Rourke decided to pursue opportunities in the oil and gas industry, creating a new focus for the internationally recognised heavy engineering contractor. In taking their operation to the next level, management identified the need to improve business operations so as to maximise efficiency and performance management, particularly in dealing with their ever-growing labour force. Due to the company’s reliance on complex spreadsheet data to manage projects, Laing O’Rourke was experiencing negative effects emanating from inaccurate labour forecasts, lack of change management,
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and important data being inadvertently obscured from key decision makers compromising project execution. In response to this challenge, Laing O’Rourke chose ARES PRISM to integrate their labour costs, schedules, and field information as well as to automate change management and improve project visibility. In Africa, ARES PRISM solutions have the potential to answer some of the continent’s most immediate challenges in the energy sector. South Africa’s power utilities company ESKOM, which is responsible for powering one of Africa’s largest economies, continues to use ARES project management solutions, including PRISM, to great effect, proving the applicability of the software solution for the African market.
Getting African Railway Projects On Track At no point in history has Africa been better positioned to claim a position of power in the global community. Africa is fast becoming the most attractive destination for foreign direct investment and remains the richest continent in terms of untapped commodities in the world. With climate change firmly on the global agenda, Africa has the potential to develop its industry using cutting edge, low carbon energy sources at initiation, rather than having to undergo the transformation incumbent on many developed countries. Funding for African projects is available, and investors are beating at the door for development opportunities in infrastructure, mining, oil, gas, clean energy and agriculture, to name a few. The deciding factor for African economies is no longer access to resources, but rather the efficient utilisation of the resources that are increasingly becoming available to governments and the private sector on the continent. The on-boarding of efficient, cost effective, highly adaptable solutions, such as those offered by ARES PRISM, are proving to be vital for capital projects throughout the world. For the first time, African developers no longer have to look to outside agencies for the tools needed to solve the continent’s development challenges. One can only imagine the gains that will be made in African capital projects when the potential of effective through-the-line project management is realised.
www.aresprism.com | prisminfo@aresprism.com | +1 925-322-8899
1. Benoit, L and Enriquz, A (2014) Transport Sector Key to Closing the World’s Emissions Gap, http://www.wri.org/blog/2014/09/transport-sectorkey-closing-world%E2%80%99s-emissions-gap Accessed 08 November 2016 2. European Union Research Project Merlin (2015) Energy Management for Railway Systems www.merlin-rail.eu accessed 08 November 2016 3,4. Meltem Sözü er and Konrad Spang “The Importance of Project Management in the Planning Process of Transport Infrastructure Projects in Germany”, Procedia – Social and Behavioural Science; March 2014 5. Flyvbjerg, Bent, Mette K. Skamris Holm, and Søren L. Buhl. “What Causes Cost Overrun In Transport Infrastructure Projects?" Transport reviews 24.1 (2004): 3-18. 6. Africa Development Bank: Infrastructure Deficit and Opportunities in Africa", Economic Brief, Vol1, September 2010 http://www.afdb.org/ fileadmin/uploads/afdb/Documents/Publications/ECON%20Brief_Infrastructure%20Deficit%20and%20Opportunities%20in%20Africa_Vol%201%20 Issue%202.pdf Accessed 08 November 2016 7,8. Ernst & Young: Bridging The Gap: Ensuring Execution Of Large Infrastructure Projects In Africa - http://www.ey.com/Publication/vwLUAssets/ EY-Bridging-the-Gap/$FILE/EY-Bridging-the-Gap.pdf Accessed 08 November 2016 9. U.S Department of Transport: Dulles Corridor Metrorail Project, https://www.transportation.gov/tifia/financed-projects/dulles-corridor-metrorailproject - accessed 15 November 2016 10. UK Economic Affairs Committee The Economics of High Speed 2: Chapter 2 the cost of HS2 http://www.publications.parliament.uk/pa/ld201415/ ldselect/ldeconaf/134/13406.htm - Accessed 15 November 2016
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NEW CONTRACT
Progress Rail Signs Contract With Tunisian Railways For 20 EMD Locomotives As part of an effort to improve infrastructure in North Africa and the Middle East, Progress Rail, a Caterpillar company, announced on 8 December that it has been selected by the Tunisian Railway Company (SNCFT) to supply 20 EMD GT42AC locomotives. These locomotives will primarily serve in hauling phosphates and will be designed for the area’s hot, dry climate and rough terrain, including sandy conditions. “For the past 10 years, we have delivered nearly all of the high horsepower, diesel locomotives in North Africa and the Middle East – and we have accomplished this by listening closely to our customers’ feedback on their regional requirements,” said Progress Rail’s chief executive officer and vice president of Caterpillar’s Rail Division, Billy Ainsworth. “After a highly competitive process, we were extremely pleased to be selected as the supplier of choice for our GT42AC model, based on reliability, fuel economy, advanced technologies and digital capabilities. These units will upgrade a previously ageing railway fleet, by transforming it into a powerful, modern fleet for today.” Chairman and chief executive officer of SNCFT, Sabiha Derbal, and Progress Rail’s regional director of international sales for North Africa and Middle East, Ramzi Imad, signed the contract, amongst other dignitaries, including the Tunisian minister of transport, Anis Ghedira; the secretary of state for transport, Hichem Ben Ahmed; the U.S. ambassador to Tunisia, Daniel H. Rubinstein; and other senior Tunisian and SNCFT officials. The agreement is part of the country’s initiative to rejuvenate its railway fleet, thereby aiding in the transportation of phosphates. The first ten locomotives will be delivered to SNCFT in September 2018, with the remaining units delivered in November 2018. The units will be manufactured at Progress Rail’s Muncie facility in Indiana, USA. Progress Rail, a Caterpillar company has a long standing history, spanning more than 60 years, with customers in North Africa and the Middle East region, and supports the largest installed base of locomotives in these regions. The company remains committed to continuous in-country support.
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Alstom Committed to Sustainable Mobility
Source: Stern Review, auf Basisdaten von World Resources, Institute Climate Analysis Indicators Tool (CAIT) on-line database version 3.0
Demographic projections show that the global population is expected to reach 9.7 billion people by 2050, with 70% living in urban areas, resulting in an ever-increasing demand for mobility solutions within and between our cities. Annual global urban transport emissions are expected to double to nearly 1 billion tonnes of CO² equivalent by 2025. To reach the +2°C climate change target adopted in Paris in December 2015 at COP21, it is essential that city planners invest in transport modes with the lowest carbon footprints. Railway transport is a key contributor in the fight to reduce greenhouse gases (GHG), an argument that the International Union of Railways (UIC), along with their strategic partners, took to the United Nations Conference on Climate Change (COP22), held in Marrakesh, in November. In a recent survey conducted by Alstom in partnership with Carbone 4, a consulting company specialising in climate-resilient and low-carbon strategies, the tram has proven to be one of the greenest urban transport modes, providing further evidence of the critical role that rail-based transport solutions have to play in the future of urban
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centres and the mitigation of climate change.
allow the rail sector to offer further environmental benefits.
Rail As The Cleanest PowerTransportation Mode
As reported in the survey led by Alstom and Carbone 4, the tram remains one of the greenest urban transport modes. The study, published in November, compares the carbon footprint of trams and bus rapid transit systems (BRT), enabling a better understanding of their comparative performance over the whole lifecycle, including construction, operation and maintenance. The analysis, completed on a typical 10km line operated in Belgium, demonstrates that a tramway system emits about half the CO² in comparison to a BRT system operated with diesel buses, and about 30% less than a BRT with hybrid buses, over a 30-year lifetime with similar transport capacity.
Recent data shows that CO² emissions continue to rise as a result of the increased demand for mobility. In Europe, for example, the transport sector is now the second biggest producer of emissions after energy supply. Carbon dioxide emissions from road transportation rose again in 2014, after a six-year drop. Despite improvements in efficiency and carbon intensity, CO² emissions increased by 13% between 1990 and 2014. When looking at energy consumption across all transport modalities, rail accounts for only 2.1% of the sector’s total annual fuel use. In addition, rail is responsible for only 3.6% of CO² emissions emanating from the transport sector, while carrying 8% of the world’s passengers and freight¹. Based on this evidence, rail emerges as one of the most energy-efficient transport modes, reflecting the efficiency of mass transport. The advances being made in developing clean and renewable energy sources, such as efficient electric traction, will
In Morocco, the host nation of COP22, Alstom’s Citadis trams have been adopted by both Casablanca and Rabat. In Rabat, up to 120,000 people travel aboard the city’s trams every day - a great success that has resulted in city officials deciding to extend the network. Studies have shown that two tramway lines should lead to a CO² emission reduction of about 30,000 tonnes per year.
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FEATURE
RAILWAYS AFRICA
Rising Concerns For Poor Air Quality In Cities Particles from diesel exhaust fumes, as well as other air emissions from road transport, contribute significantly to poor air quality in the major cities across the world. Based on the latest data released by the World Health Organisation (WHO), more than 92% of people living in urban areas, where air pollution is monitored, are living in conditions where the WHO air quality guidelines levels are not met². Prioritising rail transport would significantly reduce the contribution of the transport sector to air pollution in cities.
Alstom Innovates For Cleaner Transportation Alstom believes that transport systems should be fluid, eco-friendly, safe, connected and accessible and the company is constantly working on enhancing rail’s reputation as the greenest public transport mode. In recent years, Alstom has enabled a reduction in energy consumption of up to 20% on a broad range of its solutions, including components, technologies and infrastructure, trains and services, as well as on its fully integrated mobility solutions. Alstom is always seeking to upgrade its components based on the latest available technologies. Some of its most recent innovations include permanent magnet motors (PMM), which contribute to savings in train mass as they are lighter than asynchronous motors, improving efficiency by 3%. The company has introduced new auxiliary converters, which enable entirely natural cooling and leverages the technical performance of silicon carbide semiconductors, allowing for a reduction in conduction and switching losses. Natural cooling removes the need for bulky and less reliable cooling systems such as pumps and ventilators, reduces maintenance costs and energy consumption, while simultaneously increasing passenger comfort thanks to their silent operation. Optimised HVAC systems are being implemented through the use of CO² sensors as well as heat pumps. Optimised HVAC management has been integrated into the latest version of the Coradia regional train, such as the Intercity trains
for NS, the leading Netherlands railway operator. Alstom has also been working on the integration of capillary pump loops (CPL)³ within traction systems that can be installed on every type of train to replace traditional cooling systems such as ventilators, pumps and radiators. Following the improvement of the traction chain components that require less cooling capacities, various natural cooling technologies are being developed and tested, notably for metro applications. These technologies offer clients a solution that operates silently, does not consume energy, and requires minimal maintenance.
and more efficient than those of previous generations, using less energy and offering more space for passengers inside the train. Avelia Liberty is environmentally friendly and designed to maximise return on investment. The aerodynamic design and low weight of the trainset allows the train to consume 20% less energy compared to nonarticulated solutions.
Sustainability In Infrastructure In 2015, Alstom launched SRS – an innovative ground-based static charging system – as part of its catenary-free range. This solution allows for rapid charging of an extensive portfolio of vehicles equipped with onboard energy storage during normal dwell time. Charging can be achieved in less than 20 seconds, using a compact and discreet device located in the ground. SRS can be adapted to trams as well as a broad range of electrical buses. The technology has been adopted by the city of Nice in France for its new tramway lines 2 and 3. Another innovation developed by Alstom for its infrastructure portfolio is Hesop, an advanced reversible power supply substation. Designed to deliver the best energy efficiency, Hesop also reduces infrastructure investment, limits CO² emissions and reduces temperatures inside the metro network. Hesop has been in revenue service on London Underground’s Victoria Line since 2015, and will soon be implemented on the Milan tramway and metro, the Riyadh metro, the Sydney tramway and the Panama metro.
Alstom Avelia Liberty high-speed trains for Amtrak, which will run on the Northeast Corridor (NEC) between Boston and Washington D.C.
Alstom has developed the Prima shunting locomotives H3 and H4 for services in rail yards, harbours and industrial sites. The shunters can also be used for hinterland traffic or medium main line services thanks to their high speeds, strong traction effort and high autonomy. As a result of its hybrid traction, the Prima H3 uses 50-60% less fuel than conventional shunting locomotives, reducing polluting emissions such as particles, CO² and mono-nitrogen oxides (N0x) by up to 70%. The Prima H4 Double Engine’s power packs are coupled with a start-andstop system, which reduces energy consumption by 20% compared with single engine diesel locomotives. In addition, the Prima H4 Bi-mode version is able to operate entirely emission free. Twenty-three Prima H3 locomotives have been sold in Germany, with 13 already in operation, and 47 Prima H4 units will be delivered to SBB Infrastructure in Switzerland.
Alstom Trains - Innovation For Sustainability The energy consumption of the Avelia high-speed train for AGV, Euroduplex and Liberty trains is 15-30% lower than previous generations. Avelia Liberty, Alstom’s latest development in the Avelia range, has recently been sold to Amtrak, the national railroad passenger corporation in the US. The train features the most recent generation of compact power cars located at each end of the train. The power cars are shorter
Alstom has been awarded a €175 million contract to supply 47 dual-mode locomotives to SBB Infrastructure, Switzerland. www.railwaysafrica.com 15
FEATURE In September 2016, Alstom unveiled its zero-emission train Coradia iLint, a regional train powered by a hydrogen fuel cell. The train’s only emissions are steam and condensed water while operating at low noise levels. Alstom is one of the first railway manufacturers in the world to develop a passenger train based on this technology. Alstom offers a complete package for customers, consisting of the train and its maintenance, as well as the entire hydrogen infrastructure. This launch follows letters of intent signed in 2014 with the German Federal States of Lower Saxony, North Rhine-Westphalia, BadenWürttemberg, and the Public Transportation Authorities of Hesse for the use of a new generation of emission-free trains equipped with fuel cell drive. Despite its wide gauge, the Metropolis train for Amsterdam is low weight (12 tonnes per axle) as a result of its aluminium body and redesigned components. The train is equipped with electric braking until the train comes to a complete stop, which enables full recovery of the braking energy and reduced dust and noise emissions. Lighting systems on the train are 100% LED, making it more energy efficient. The Amsterdam metro is one of the quietest train systems in the world, with an 8dB interior noise level. According to Alstom’s simulations, the new generation tram Citadis X05 has demonstrated a 20% reduction in energy consumption in comparison to previous generations. This significant improvement in efficiency is the result of a global energy optimisation of the train, including PMM motors and enhanced electrical braking, as well as optimised auxiliary management (HVAC system, sleeping mode and 100% LED lighting). Energy storage, designed to allow catenaryless operations, enables the full recovery
RAILWAYS AFRICA of energy during the braking phase, thereby improving energy efficiency. The Citadis X05 tram has been sold to Nice, France and Sydney, Australia.
Citadis X05 of Nice, France.
Globally, constant efforts are being made to improve recyclability at end-of-life on all of Alstom’s trains. Progress made in this area has enabled Alstom to design trains that are up to 95% recyclable and 97% recoverable - an improvement of 8% and 4% respectively, over the past ten years. Furthermore, Alstom is continually reducing the weight of its trains, as well as their resistance to motion, thereby improving the energy efficiency of public transport in cities across the world.
Services To Optimise Sustainability To support its customers through the improvement of the environmental performance and the energy efficiency of existing fleets, Alstom is able to modernise any train, whether manufactured by Alstom or not, to upgrade its traction chain or high energy-consuming equipment. In the US, for example, Alstom has been awarded a contract by the Port Authority Transit Corporation (PATCO) to thoroughly modernise 120 metro cars that run from Philadelphia to the suburbs of southern New Jersey, many of which have been in operation since 1969. The work carried out by Alstom includes, among other things: new couplers, car-borne propulsion technology and modern braking systems, automated train control (ATC) equipment, airconditioning systems, as well as new communication and information displays. Once retrofitted, the energy consumption of the modernised train is reduced by up to 25%. Alstom has developed an e-mapping tool to enable specific energy diagnostic capacities and potential energy efficiency services, such as eco-driving implementation, energy management system upgrades and onboard energy storage.
The new Amsterdam Metropolis at its entry into service on the M50 subway line.
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Systems – Whole Package Solutions By Alstom Alstom has been designing integrated mobility solutions for decades. With 18 integrated metro projects and 17 integrated tramway systems under its belt, Alstom is the world leader in the supply of integrated urban mobility solutions. Recently, the Riyadh metro in the Kingdom of Saudi Arabia (KSA) was awarded to Alstom. The company, in collaboration with its consortium partners, will be supplying the city of Riyadh with three out of the six metro lines currently under construction in the city. As a part of Alstom’s deliverables, the company will be providing Metropolis trains, the Urbalis signalling solution, and Hesop for these projects. The company will be constructing the track using Appitrack, a technology that enables track to be installed three times faster than more traditional methods. The traction power system, equipped with Hesop, will allow energy recovered during braking to be re-used by the network, optimising energy consumption.
Riyadh Metro design.
Another example of a comprehensive system solution being implemented by Alstom is Sydney’s integrated tramway system in Australia. Alstom is in charge of supplying Citadis X05 trams, power supply equipment including APS-ground power supply 8, depot and maintenance equipment, as well as the Hesop energy recovery system. Energy consumption will be dramatically reduced as a result of the implementation of PMM and Hesop. Reduction of the carbon footprint of civil works is being addressed through the use of recycled materials, including aggregate concrete and a substitution of cement. Transport for New South Wales (TfNSW) is investigating options for the onsite production of lowcarbon energy, including installing
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FEATURE
RAILWAYS AFRICA
photovoltaic cells and solar hot water systems in the Sydney light rail maintenance and vehicle stabling facilities. This is the first time that Alstom has been involved in a project where a climate change resilience analysis was conducted, to demonstrate the strong resistance capacity of its transport system when faced with extreme weather conditions.
of energy consumption for trams, metros, regional and main line trains. In the past year, Alstom has reduced the overall energy consumption of its portfolio by 7%.
Innovating For Energy Efficiency In the pursuit of innovations that will further reduce energy consumption, Alstom is implementing an intensive innovation programme comprising four main areas: •
Alstom is supplying Citadis X05 trams for the city’s metro system in Sydney, Australia.
Another environmentally friendly innovation developed by Alstom is the Attractis integrated tramway system. Attractis brings together all of Alstom's expertise, enabling cities to develop cost-effective tramway systems that are environmentallyfriendly, interoperable and easy to interface with other urban public transport. The Attractis system is simpler to operate than previous generation tramways and offers a large transport capacity, ranging from 4,000 to 14,000 PPHPD⁴.
Alstom: Meeting 2020 Targets For Energy Efficiency In 2015, Alstom committed itself to achieving a 20% reduction in the energy consumption of its transport solutions⁵ and a 10% decrease in the energy intensity of its operations by 2020. According to the company, Alstom is well positioned to achieve these goals.
•
•
•
•
Fit-for-purpose design to make the best use of energy to achieve requested performance levels. This includes: weight reduction through composite materials and re-design of parts, reduced aerodynamic drag, energy-efficient comfort auxiliaries such as lighting, heating and air conditioning, and more efficient traction systems in both electric or diesel trains. Energy production and recovery to minimise losses, maximise re-use and further reduce the energy part of OPEX, for example: enhanced 100% electrical braking Energy storage to increase autonomy, shave peak demands and provide additional recovery capabilities Energy management systems to optimise energy assets to lower the total cost of ownership, for example, optimised sleep modes during non-passenger service Further progress will come from the incorporation of proven technologies into new mobility solutions, and the development of new technologies, new trains and associated services.
Collaboration With Customers And Suppliers Alstom has established collaborative programmes with clients in many countries, including France, Brazil, Ireland, Spain and South Africa to name a few, to improve the energy efficiency of trains and railway systems and build the sustainable transport modes of tomorrow. In a joint research programme with the Irish Railway Procurement Agency⁶, two Citadis trams in Dublin have been equipped with smart meters to analyse main energy usages. Optimisation solutions are being tested, such as light energy storage for the recovery of braking energy and an enhanced HVAC control system. Alstom and French railway operator SNCF have formed an innovation partnership to create the next generation of the TGV high speed train, expected to enter into commercial service in 2022. The objectives for the new-generation TGV include an optimisation of the environmental footprint, with a material recyclability rate of over 90% and a reduction in energy consumption of at least 25%. The capacity of the train will be increased by 20%. The results of this collaborative exploration will be implemented in Alstom’s Avelia range of high speed trains. In March 2015, a non-profit business membership organisation called Railsponsible, was created to promote sustainable procurement across the industry supply chain. Currently, seven railway companies are members of Railsponsible, including Alstom, the French national railway operator SNCF, and the Netherlands railway
Tracking Energy Performance Alstom is the first manufacturer to have set a key performance indicator (KPI) and a defined target for the energy performance of its trains and systems solutions, which allows the evolution of the energy efficiency of its products to be tracked. Alstom has established standardised methodologies for energy simulations based on sets of assumptions defined for each type of train, including mission profile, occupancy, and temperature, to ensure the consistency of collected data. Thus far, priority has been given to rolling stock and simulations
Alstom’s vice president of sourcing, Olivier Baril, has served as the chair of Railsponsible since April 2016. www.railwaysafrica.com 17
FEATURE
RAILWAYS AFRICA
6:2016
The Dunnottar facility on Johannesburg’s East Rand will be at the cutting edge of rail equipment production. From the outset, it is designed to be environmentally efficient – in its use and recycling of water and power.
operator NS. All the companies signed a charter of responsibility, through which they engage in better social, economic and environmental outcomes and responsible business practices, including ethics, labour, as well as health, safety and the environment. Railsponsible has created a forum for exchange, discussion and engagement on the most ecologically and socially responsible procurement practices within the railway industry.
Energy Intensity At Alstom’s South African Facilities After Alstom defined its priorities for environmental management in 2014, the energy intensity of the company’s operations have been tracked, and Alstom has already succeeded in reducing the energy intensity of its operations by 2.3% in one year. In March 2016, Alstom, through its local South African joint venture
Gibela, began the construction of a new manufacturing site in South Africa to build 580 suburban trains for the Passenger Rail Agency of South Africa (PRASA). The 60,000m2 site, being built by local South African construction companies Trencon and Black Jills, is expected to reach completion in 18 months. The Gibela Dunnottar site will deliver 3,480 coaches over the next 10 years. The construction project is aligned with green building principles and will strictly comply with all applicable environmental legislation. In line with Alstom’s 2020 Environment Health and Safety (EHS) vision, Gibela Rail is committed to developing and implementing an environmental management system in line with the ISO 14001 standard, once fully operational. All necessary environmental authorisations and licences have been obtained for the site’s
development. Plant rescue and relocation was successfully executed to conserve all protected plants and the environmental design review conducted by Alstom’s Environmental Director achieved a score of 87%. In addition to delivering the rolling stock necessary to establish modern, safe passenger rail services in South Africa, where private car use and dependence on roadbased freight transport is having a devastating effect on air quality and congestion in the country’s urban centres, Gibela will act as a catalyst for transformation by addressing a myriad of socio-economic challenges. The project – with its strong emphasis on empowering the local economy - will create jobs, develop skills and uplift the living conditions of all those, directly and indirectly, affected while ensuring that the project remains as carbonneutral as possible.
1.
International Union of Railways (2015) Rail Transport and Environment Facts & Figures
2.
World Health Organisation (2016) Fact sheet on Ambient Air Quality and Health, http://www.who.int/mediacentre/factsheets/fs313/en/ accessed 16 November 2016
3.
Extremely high-performance calorie evacuation systems
4.
PPHPD - Passengers per hour per direction
5.
A train consumes between 9 and 50W/h/Km/passenger depending on the type of train and the operating conditions
6.
Railway Procurement Agency (RPA) is an Irish government authority that is responsible for the development of railway infrastructure in the country
18 www.railwaysafrica.com
The Railway Engineers Choice for Depot Equipment! 12 Laser Park Square 34 Zeiss Road Laser Park Honeydew South Africa
Tel: Email: Web:
+27 11 794-2910 info@yalejhb.co.za www.yalejhb.co.za
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DCD Group – Forging Ahead In South Africa and Abroad The DCD Group (Pty) Ltd, is a South African based heavy engineering component manufacturer for the rail, mining and energy, defence and marine sectors. The company originally emerged in 2001, as DCD Dorbyl (Pty) Ltd, following a management buy-out of the Heavy Engineering division from the JSE-listed Dorbyl Ltd. In 2012, the company initiated with the restructuring of eleven distinct business units, resulting in the business being streamlined and rebranded as the DCD Group. The companies are structured in four key clusters according to their area of speciality - namely the Rail, Defence, Mining and Engineering and Marine clusters. Common across all business units are world-class manufacturing facilities, an emphasis on engineering expertise, innovative design, timely delivery and excellent service. As a group, the companies are able to offer comprehensive, integrated engineering solutions tailored to individual customer requirements.
The DCD Group head office is based in Vereeniging, South Africa and the company operates 11 facilities situated in Gauteng, Eastern Cape, KwaZulu Natal and Namibia employing approximately 1,600 people. All business units pride themselves on stringent business practices geared towards sustainability, growth, and local market support through skills development and job creation.
DCD Rail - A Leader In The Railway Manufacturing Industry
DCD Rail provides manufactured products to the rail industry both locally and abroad and is made up of three distinct companies, namely DCD Rolling Stock, DCD Ringrollers and DCD Metpro. www.railwaysafrica.com 21
PROFILE
RAILWAYS AFRICA
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Railways AfricaTM Magazine Visits The Largest Supplier Of Railway Tyres In Africa DCD Ringrollers executive director Dion Booyens and his team recently hosted Railways AfricaTM on a site tour of DCD Ringrollers’ press forge facility, situated in Vereeniging, south of Gauteng. The company tailors for government and private railway operators through original equipment manufacturers (OEMs), or direct aftermarket supply across the globe. The company also produce forged flanges and seamless rings for use in a multitude of applications in the mining, petrochemical, marine, civil and power industries. DCD Ringrollers is one of the largest forging companies in the southern hemisphere and boasts the most powerful and technologically advanced press forge facility of its kind on the continent. In 2012, following an investment of approximately R500 million, DCD Ringrollers moved into their 14,140m², newly constructed manufacturing facility in Vereeniging. The automated and streamlined facilities quickly earned the company international recognition as a reliable leader in the manufacture of high quality seamless forged products. Booyens, however, states that while the company is highly flexible in their forging capabilities, more than half of the company’s products are manufactured for the rail industry. “While railways remain the core of our business, we are looking at supplying other markets and exploring new product groups,” says Booyens. “We, however, remain committed primarily to the railway sector. We have many international accreditations with companies such as Deutsche Bahn (DB) and Bombardier and we are in the process of engaging with Alstom. We also have longstanding relationships with Transnet Freight Rail and PRASA,” he concludes. DCD Ringrollers’ production manager Adriaan Botha showcased the facilities’ highly advanced production site, explaining that the new facility is equipped with the latest in automated forging equipment, imported from leading German and Italian suppliers. The impressive plant houses three forge presses, two ring mills, CNC vertical borers, and heat treatment facilities for austenising, normalising, tempering, annealing and polymer quenching. The largest forging press operates 22 www.railwaysafrica.com
Grinding of crankshafts with lengths of up to 4.7 metres and weights of up to 5 ton
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+27 (0) 11 873 2350
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up to 3,500 tonnes pressure and is capable of both open and semi-closed forging. The company’s two ring mills have component rolling ranges from 200mm to 4,500mm outside diameter. Auxiliary equipment include automated hardness and ultrasonic testing machines, as well as a quenchometer that enables a wide-range of quenching capabilities requisite for various materials. The facility has an annual production capacity in excess of 30,000 metric tonnes and is supported by a highly skilled, experienced workforce that includes engineers, metallurgists, technicians and artisans from diverse backgrounds. The company exports to 42 countries, supplying more than 130 customers throughout the world. DCD Ringrollers holds an impressive array of local and international accreditations, including SABS and ISO 9001:2008 and OHSAS 18001, with products approved by multiple OEM’s, government agencies and railway operators. This ensures that DCD is able to compete in the international arena.
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RAILWAYS AFRICA
DCD Group Emerges As A Major Global Competitor Several of the businesses within the DCD Group have been catering to the local South African market for decades, and as such the group enjoys a reputation as a leading business partner to both government and private sectors. DCD played an integral role in South Africa’s infrastructure development and is a critical partner in the government’s ambitious infrastructure expansion drive that hopes to provide the impetus needed to ensure South Africa’s industrialisation and economic growth. Since restructuring in 2012, the company has strengthened its standing as a leading global supplier to a customer base from more than 70 countries, including the USA, Europe and Asia. DCD has achieved this by adhering to stringent international manufacturing and safety standards across all of its various operations.
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PROFILE
Preventative Maintenance For Industrial Batteries The introduction of intelligent infrastructure to manage railway systems has enabled operators to dramatically change their approach to the maintenance of railway assets and infrastructure. Rather than relying on scheduled maintenance intervals, operators are increasingly coming to rely on data from sensors and monitoring equipment to predict when and where a failure is likely to occur. Unlike in the past, maintenance can be carried out to prevent rather than repair damage to railway assets. Costly time-consuming prescheduled servicing of equipment can be eliminated with the introduction of condition-based maintenance. Afribat, a South African company that specialises in battery analysis, optimisation and maintenance services, has brought predictive maintenance to the industrial battery sector for the first time in South Africa. Afribat is able to provide clients with electrochemical battery analysis, intelligent battery management software, battery regeneration technology and certified quality battery provisioning to deliver a comprehensive, ProActive Maintenance Service (PMS) for standby and traction batteries. The company currently services customers in the telecommunication, power utility, data centre, automobile, aviation, battery manufacturer and forklift industries. The Railways AfricaTM Magazine team were recently hosted on a site tour of Afribat’s new facilities, currently under construction in Johannesburg, where company director Geoff Ransom explained the potential benefits of implementing proactive battery maintenance in the railway industry.
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RAILWAYS AFRICA Electrochemical Battery Analysis
There are a range of variables that affect the lifespan of the industrial lead acid batteries used extensively in diesel and electric locomotives, as well as in lighting systems, auxiliary systems, pantograph lifting, signalling, switching and telecommunications. Practices including partial recharging, undetected faulty cells within battery packs, poor battery maintenance, and repeated excessive discharge – allowing the battery to dip below a 20% state of charge on a regular basis – will significantly impact on the 1,500 charge cycles that can be expected from an average battery over a five to fifteen year period. In addition, the primary reason for premature battery failure is a natural chemical process called sulfation, where crystallised lead acid builds up on the lead plates, diminishing battery capacity. In the absence of battery analysis technology, battery failure cannot be predicted and, as such, entire battery packs are regularly replaced as a part of routine maintenance programmes, resulting in scores of perfectly functional cells being prematurely discarded. In answer to this challenge, Afribat is able to analyse individual batteries within a battery pack, either in situ or at their testing facilities, to ensure that battery maintenance is carried out based on condition rather than arbitrary variables such as age or after a battery pack has failed altogether. Afribat uses the only handheld multi-frequency electrochemical battery analyser available on the market to evaluate all four electrochemical properties of the battery - including voltage, impedance, sulfation and dryout. This data reveals the state of a battery’s health and enables technicians to select only the cells that require intervention, which has a direct impact on maintenance costs.
Battery Regeneration And Restoration Once Afribat’s highly skilled professionals identify faulty batteries, cells are not automatically discarded, but rather considered for regeneration, adding another avenue for cost saving. The company employs state-of-the-art battery regeneration technology that restores batteries to near full functionality by removing crystallised lead sulphate build-up. During the restoration process, battery management system sensors and infrared thermal cameras are used to further analyse individual battery performance, ensuring an incredibly in-depth view of battery condition throughout the regeneration process. Renewing existing cells offers an immediate cost saving, as the service comes at a fraction of the cost of replacing batteries in their totality. In addition, reconditioning batteries result in a lower carbon footprint in comparison to recycling discarded battery cells.
Continuous Monitoring The cornerstone of preventative maintenance is tracking the performance of an asset or system to identify potential risk areas prior to failure and to intervene proactively rather than reactively. Successful implementation of predictive maintenance has been shown to increase the predictability of infrastructure performance and minimise costly downtimes. Afribat offers their customers a comprehensive Battery Management System (BMS) through their intelligent battery management software. The BMS provides clients with access to extensive analytical data pertaining to the performance of traction batteries, allowing operators to make informed decisions to mitigate unnecessary spending on their battery assets. This data is accessible on a web-based portal, allowing a client visibility of their battery performance and maintenance needs at any time. The package also allows operators to achieve tighter control of their battery inventory management and ensures that unexpected battery failures do not have an adverse effect on operations. www.railwaysafrica.com 27
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The State of Railway Safety In South Africa The National Development Plan (NDP), as enacted by the South African Government in 2013, positions railway transportation as the backbone of the country’s transport and logistics networks. The NDP, aimed at eliminating poverty and reducing inequality over the next 14 years, highlights the need to ensure the movement of goods and people in a safe, cost-effective, sustainable manner to drive economic activity and improve the quality-of-life of all South African citizens. As a part of the implementation of the NDP, government has started investing heavily in the country’s railways, including the purchasing of new rolling stock for passenger and freight services, the rehabilitation of the country’s rail infrastructure and implementation of stateof-the-art technology to ensure that railways in South Africa are competitive on a global scale. Adherence to safety standards designed to reduce the operational occurrences that damage rail infrastructure and rolling stock, and minimise fatalities and injuries emanating from railway operations and service utilisation, remains critical to the successful resurrection of the country’s rail sector. Railway accidents are notoriously expensive, as damage to assets can cost operators millions following a single incident. In addition, while rail remains significantly safer in comparison to other modes - evidenced by the 453 rail-related fatalities
reported in 2015/16 as compared to the more than 12,000 people who die on South Africa’s roads on an annual basis¹- poor compliance with safety regulations in the railway sector continue to cost people their lives. In an effort to regulate safety on the country’s railway networks, the National Railway Safety Regulator Act was passed in 2002, making provision for the establishment of a national regulatory body that is mandated to oversee that all railway activity is conducted with safety as a priority in South Africa. The role of the Railway Safety Regulator (RSR) is twofold, with their primary function being to provide safety oversight and to ensure safe railway operations by establishing and enforcing a regulatory regime through the development of regulations and standards and by issuing safety permits to operators who demonstrate appropriate Safety Management System (SMS). The secondary role of the RSR, the organisation states, is to play a supporting role in overseeing security matters as well as supporting occupational health and safety in the operationalisation of railway services in collaboration with other relevant stakeholders, such as the Department of Labour. The RSR also ensures the safe introduction of new rolling stock and infrastructure through technology reviews.
1. Peters, Dipuo: 2016 Africa Road Safety opening address, October 2016 – www.gov.za/speeches/africa-road-safety-2016-31-oct-2016-0000-0
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RSR State Of Safety Report 2015/16 In addition to the above-mentioned duties, the RSR is mandated to produce a comprehensive report on the state of railway safety in the country on an annual basis, documenting all safety related incidence, operational occurrences, fatalities and injuries emanating from the operation and utilisation of railways in South Africa. The report covers the activities of all railway operators in the country, with Transnet Freight Rail (TFR) and the Passenger Rail Agency of South Africa (PRASA) dominating the sector. The Bombela Operating Company (BOC), trading as Gautrain, joined the major operators in Gauteng during the 2010/11 year. The balance of the operators covered in the report comprises rail entities within tourism; cross-border and surface operators on mines; rail operators at the ports; and municipal sidings and service lines that provide access from the national network to private sidings for various operators in the agricultural, manufacturing and petrochemical sectors. The regulator reports a 91% level of compliance with reporting requirements from operators, which supports the validity of the data analysed. Million Train Kilometres by Operator 50 45 40 35 30 25 20 15 10 5 0
Y2014/15
Y2015/16
TFR
45,9
46,3
46
46,9
47,03
39,04
PRASA
26,3
19,9
24,53
24,53
24,97
23,9
0,3
1,43
4,07
4,4
4,6
4,6
GAUTRAIN
Y2010/11
Y2011/12
Y2012/13
TFR
PRASA
Y2013/14
GAUTRAIN
According to the data submitted by the various stakeholders for the 2015/16 reporting period, there has been a decrease in rail traffic for both TFR and PRASA, while Gautrain reports a marked increase in passenger volumes when compared to the previous reporting period.
Reporting Of Occurrences On South Africa’s Railways During the 2013/14 financial year, the RSR realigned its strategic objectives and interventions with the aim of significantly reducing the number of railway occurrences across the industry. To achieve this outcome, five key focus areas were identified, which include: • • • • •
Category Category Category Category Category
A: Collisions on a running line B: Derailments on a running line D: Level crossings on a running line E: People struck by train on a running line H: Platform train interface
The selection of these key strategic focus areas was based on operational occurrences that contributed to 80% of the risks in the external environment, either in terms of costs incurred by the operator or in terms of injuries and loss of life. The RSR points out that most of the factors contributing to these occurrences can be controlled if operators comply with safety regulations as set out by the RSR, thereby significantly adding to a safer railway sector for both passengers and freight customers. While incidents occurring at level crossing do not, strictly speaking, qualify for inclusion based on the number of injuries, fatalities, or cost to operators, the RSR decided to include level crossing in their five areas of critical focus due to the high fatality rate associated with incidents at these critical junctions between road and rail traffic. Sadly, the RSR reports that a number of www.railwaysafrica.com 29
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vulnerable communities have been deeply affected by level crossing occurrences, including an incident where a minibus taxi transporting school children entered into a level crossing while a train was approaching, resulting in a number of deaths.
Incidents On South Africa’s Railways There has been a marked decrease in operational occurrences and safety-related incidents in the 2015/16 reporting period. The total number of 4,250 operational occurrences as compared to 4,632 in the previous reporting period indicates an 8% decrease. In addition, the 5,520 security-related incidents recorded for this cycle shows an 11% decrease, from 6,222 incidents recorded during the 2014/15 reporting period.
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In line with previous years, Transnet and PRASA account for 97% of all operational occurrences reported to the RSR. This is a significant rise from the prior period (92%), which could indicate increased levels of safety among other operators. The data also suggests that some operators recorded no incidents, which is commendable and in line with the RSR’s vision of “Zero Occurrences”.
Operational Occurrences Critical to the data collection process, the RSR has stipulated predefined categories for the reporting of incidents, which are then subdivided into subcategories, enabling the statistical analysis of the data obtained. Operational occurrences are defined as incidents that stem from unsafe practices or system faults within railway operations, and are categorised as follows:
Overall Safety Performance Of The South African Railway Industry Since 2010/11 7000
6379
6222 5702
6000 5000 4181
5520
4348
4262 4124
Y2011/12
Y2012/13
4587 4703
4632
Y2013/14
Y2014/15
4250
4000 3000 2000 1000 0
Y2010/11
Operational Occurrences
Y2015/16
Safety Related Incidents
While the decrease in operational occurrences is encouraging, the RSR points out that there has been an increase in collisions (category A) and platform-train interface (category H). The regulator attributes the latter to a sharp increase in collisions with obstacles on a running line, including livestock, debris or rocks, for example. “This trend can be attributed to the unrestricted and open nature of the rail network,” the RSR explains. “It is, however, encouraging to note a decrease in other critical categories, such as derailments (category B), level crossings (category D), people struck by train (category E), spillage of dangerous goods (category K) and fires as a result of operational faults (category L),” the report concludes.
Operational Incidents by Critical Area of Focus 2014 /15 vs. 2015/16 700
662 593
600
591
557
500 400 300 200 92
100
117
87
12 0
2014/15 A: Collison on Running Line
30 www.railwaysafrica.com
83
5
B: Derailment on running line
2015/16 D: Level Crossing
E: People struck by trains
H: Platform Train interface
REPORT: SAFETY
RAILWAYS AFRICA
Fatalities And Injuries As A Result Of Operational Occurrences “Members of the public, commuters, railway employees and contractors, who are either injured or killed in the railway environment, remain a grave concern for the RSR,” the regulator states.
Total Number of Injuries and Fatalities 2015/16 3500 3000
2510
1787
Platform Train Interface
1746
1534
1498
1500 1000 500 0
457
Y2010/11
473
456
440
412
Y2011/12
to reduce risk when making decisions about railway management,” the Safety Report states. Though category E (people struck by trains) remains the highest contributing occurrence, the number of people harmed during collisions on a running line either between trains or with a road vehicle - is of great concern. One such example occurred on 17 August 2015, in the vicinity of Umhlali, KwaZulu-Natal, when PRASA Metro Train 0263 collided with a minibus, which crashed onto the running line. During the accident, 15 taxi passengers were fatally injured, while five sustained minor injuries.
2290
2500 2000
6:2016
Y2012/13
Y2013/14
Fatalities
453
Y2014/15
Y2015/16
Injuries
Though there has been a 4% decrease in the number of people killed in the railway environment, the number of injuries has seen a steep increase (24%) over the past three reporting periods. The RSR highlights the need to analyse the variables around incidents where people are being injured as a result of their interface with railways to enable operators to take the appropriate corrective actions.
The risk associated with passengers embarking or disembarking trains, to either fall between the train and the platform or fall on the platform has increased by 11% during the current period. “Issues such as overcrowding and the distance between the train and platform play a significant role in such occurrences,” the report explains. The gap size at the platform-train interface (PTI) is one of the major design aspects that can affect safety. Due to commuter rail systems sharing infrastructure with freight services, station platforms are designed to accommodate freight car clearances but fail to take into account the risk to commuters, particularly for vulnerable populations, including the aged, very young and disabled passengers.
0
“Looking at how people are most likely to be fatally injured would lead to focusing on the interface between the platform and trains or track, whereas looking at the total level of risk would lead to a focus on illegal entry into the railway environment. The railway industry needs to take these factors into account, as well as the costs and benefits of possible interventions designed
Station Infrastructure
126
Injury and Fatalities by Occurrence Category 2015/16 Derailments
0
Collisions
639
Fires
177
Electric shock
26 20 0 19
19
Station infrastructure
0
126
Lev el Crossings
27
Platform- train interface
651
Trav elling outside designated area of train
118
Outside station platform areas or in section
336
People struck by trains
180
Injury
6
0
32 www.railwaysafrica.com
Fatality 10 17 11 370 100
200
300
400
500
600
700
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People Struck By Trains
180
People struck by trains 370 Fatality Injury
Though a 6% decrease in the overall number of occurrences has been recorded, the majority (80%) of fatalities were in Category E, in which people are struck by trains during movement of rolling stock. The reasons for these occurrences are closely linked to socio-economic circumstances, the RSR explains, which place people in close proximity to railway operations. “The primary cause of these fatalities can be assigned to poor town planning, increasing urbanisation and invasion of rail reserves or open spaces close to rail reserves by informal settlements. Some people are forced to cross the railway lines to access their day-to-day amenities, while others find themselves in the rail reserve due to residential areas being within close proximity of the railway,” the RSR states. However, while many of these factors lie outside of the control of stakeholders within the railway industry, the regulator highlights the need to educate communities living and working in close proximity to the railway reserve. “Of grave concern is the increasing tendency of children to play within the vicintity of railway lines as well as scholars who use railway lines to walk towards a station or nearby school. All these actions are undertaken without due consideration of the dangers of moving trains,” the RSR points out.
Mainline Derailments 0
Derailments
The RSR recorded a 24% increase in derailments on a running line during the 2015/16 reporting period. While mainline derailments have not contributed significantly to the loss of life or injuries, the direct cost to operators emanating from damage to rolling stock and railway infrastructure as a result of derailments exceeds R450 million.
26
Mainline Level Crossings 6
Level Crossings 27
According to the State of Safety Report, there has been a 5% decrease in the number of mainline level crossing occurrences during the 2015/16 reporting period, which builds on the 6% decrease reported during the 2014/15 period. The regulator attributed the majority of these incidents to a lack of law enforcement at level crossings. A train always has the right of way at a level crossing. However, many vehicle drivers disregard signage or controls at level crossing junctures resulting in passenger vehicles colliding with trains moving through the section.
Security Related Incidence Security-related incidents are defined as occurrences that are linked to criminal activities and fall primarily within the mandate of the Rapid Rail Police (RRP), a unit of the South African Police Service. The RSR plays a supportive and advocacy role in the prevention of criminal activities that place workers and users of railway services at risk.
Safety-Related Incident Category 1.
Theft of assets (impacting on operational safety)
2. Malicious damage (vandalism) to property including arson 3. Threats to operational safety 4. Hijacking of trains 5. Crowd-related incidents 6. Industrial action 7. Personal safety on train 8. Personal safety on stations 9. Personal safety outside station platform area (including yards, sidings and depots)
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REPORT: SAFETY
RAILWAYS AFRICA
Security Related Occurences The continued efforts of the RRP to increase the level of safety within the railway environment have resulted in 38,504 people being arrested for crossing the railway without authorisation. This is a 125% increase compared to the 17,145 people arrested during the 2014/15 reporting period. In addition, cable to the value of R7,221,059 was recovered, and 224 firearms were confiscated during various RRP operations.
2015/16
2014/15
2013/14
0
1000
2000
3000
4000
5000
6000
7000
Theft of assets
Malicious damage
Threats of operational safety
Crowd-related occurrences
Industrial action
Personal safety on trains
Personal safety on stations
Personal safety outside station platform area
3500
During the 2015/16 reporting period, an 11% decrease in security-related incidents was recorded, with 5,520 incidents compared to 6,222 recorded in the previous reporting period. This is a somewhat surprising finding, as various interests groups have appealed to the government to put measures in place to address rising levels of crime on the country’s railways, most notably in the Western Cape. The United National Transport Union (UNTU) is in the process of taking legal action against PRASA for infringing on worker’s rights to a safe working environment as a result of high levels of crime on the nation’s railways.
Security Related Incidents by Operator
3000
2500
2000
1500
1000
500
0
TFR
PRASA
Other (BOC)
Theft of assets
Malicious damage
Threats of operational safety
Crowd-related occurrences
Industrial action
Personal safety on trains
Personal safety on stations
Personal safety outside station platform area
QUALITY AIR BRAKE COMPONENTS
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Fax: +27 (0)12 653 6841
PO Box 51063, Wierda Park, 0149, South Africa
Email: sales@vanrail.co.za
www.vanrail.co.za
2016/11/01 12:52 PM www.railwaysafrica .com 35
COMPANY NEWS
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LOTO Procedures Taking Electrical Safety to a New Level with Marechal® Sockets The combination of the unique safety features of Marechal® Electric’s DECONTACTOR™ technology and lockout-tagout (LOTO) protection offers a dual approach to enhancing electrical safety for staff during maintenance or when moving electrical equipment. Marechal® DECONTACTOR™ sockets have become industry’s first choice for ease of connection and disconnection of electrical equipment. The DECONTACTOR™ is a robust, watertight device that offers enhanced electrical performance to keep critical plant running and maintenance staff safe. The DECONTACTOR™ features a socket with an integral switching device operated on load, at the push of a button. This reduces downtime for maintenance and repositioning of production equipment. Both qualified and multi-skilled staff can operate the quick release button to disconnect equipment. Once released, the plug is completely de-energised and as it is impossible to pull plugs out live, this significantly increases operational safety for maintenance staff working with electrical equipment. The potential for danger, however, is always present when production plants and other electrical equipment are scheduled for routine maintenance or have suffered failure. In these circumstances, maintenance staff are under pressure to affect repairs as quickly as possible to minimise downtime and get the plant up and running. During routine maintenance or emergency repairs, safety procedures must be followed to prevent accidents, as the slightest lapse in concentration could lead to disastrous consequences.
Lockout-Tagout (LOTO) Procedures To Ensure Highest Safety Standards Employees servicing or maintaining machines or equipment may be exposed to serious physical harm or death if hazardous energy is not properly controlled. LOTO protocols - or “lock and tag”- is a safety procedure which is used in industry to ensure that dangerous machines are properly shut off and are not able to be started up again prior to the completion of maintenance or servicing work. Compliance with LOTO protocols requires that hazardous energy sources be isolated and rendered inoperative before work is started on the equipment in question. The isolated power sources are then locked, and a tag is placed on the lock identifying the worker who placed it. The operator then holds the key for the lock ensuring that only he or she can start the machine. This prevents accidental start-up of a machine while it is in a hazardous state or while a worker is in direct contact with it¹. Marechal® DECONTACTOR™ sockets can now be supplied with a padlocking function, which enables users to comply with LOTO procedures. When fitted, the socket padlock bar prevents the socket release button from being pressed, which in turn, prevents the plug from entering the socket. In this state, visible isolation is achieved. It is also possible to lock-out the plug itself to prevent unwanted re-connection elsewhere. With an industrial switched DECONTACTOR™ range from 20A to 250A and the switched ATEX range from 20A to 200A, Marechal® offers a quick disconnect/ isolation/LOTO safety solution for any plant that enables duty holders to comply with health and safety requirements. 1. The Control of Hazardous Energy (lockout/tagout) – 1910.147, U.S Occupational Safety and Health Administration https://www.osha.gov/pls/oshaweb/owadisp.show_document?p_table=STANDARDS&p_ id=9804 Retrieved 7 November 2016
36 www.railwaysafrica.com
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Bombardier Reports Third Quarter 2016 Results Bombardier recently released their third quarter results for 2016, highlighting a solid performance in executing their turnaround plan. Alain Bellemare, president and chief executive officer at Bombardier Inc., stated: “We continue to gain momentum as we execute our turnaround plan and transform our company. In the third quarter, we again delivered on our financial commitments; we achieved our programme milestones, and the company continued to take the hard actions necessary to improve productivity, reduce costs and optimise our operations.” With the strong yearto-date performance, Bombardier reaffirmed its guidance and announced that it expects to finish the year at the high end of its EBIT guidance, with better operating margins at each of its business units and with significantly improved year-over-year cash performance. For the third consecutive quarter, EBIT margins before special items at Transportation, Business Aircraft, Aerostructures and Engineering Services have exceeded 6%, showing early benefits of the company’s turnaround plan. Further highlighting the company’s progress is the recent first flight of the Global 7000 Bombardier’s all new class-defining ultra-long range business jet that is on schedule to enter service in 2018. “As we close out 2016, we are confident in our strategy, our turnaround plan and in our ability to achieve our 2020 goals,” Bellemare
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COMPANY NEWS
RAILWAYS AFRICA
continued. “We remain focused on improving operational efficiency, flawlessly ramping-up our new programmes and maintaining a disciplined and proactive approach to deliver value to customers and shareholders in any market environment.” Bombardier reported consolidated revenues of $US3.7 billion in the quarter and $US12 billion in the nine-month period, following the planned reduction in business aircraft revenues and the deferral of revenue recognition following active project and cash management in Transportation. EBIT before special items was $US87 million and $US323 million respectively for the quarter and year-todate period, as margin improvements at Business
Aircraft, Transportation, Aerostructures and Engineering Services were partially offset by the production ramp-up effect of the C Series aircraft programme. Free cash flow usage improved by $US496 million and $US809 million respectively for the quarter and the ninemonth period, reflecting continuous cash discipline and lower development spend following the certification of both the CS100 and CS300 aircraft. With the completion of the equity investment by the Government of Québec (through Investissement Québec), Bombardier boasted a strong liquidity position of $US4.4 billion as at September 30, 2016. These results give Bombardier strong confidence in exceeding its profitability targets in all its business segments,
IECHolden_506_ad_RA_180x120_Outsourced_VF.pdf
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leading to a consolidated EBIT before special items guidance between $US350 million and $US400 million for 2016. The company is also refining its revenue guidance to approximately $US16.5 billion and confirming its consolidated
free cash flow usage guidance to the range of $US1.15 billion to $US1.45 billion, as previously announced, following a revised delivery forecast for the C Series aircraft programme as a result of engine delivery delays.
10:45 AM
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+27 (0) 10 005 1671 www.railwaysafrica.com 37
COMPANY NEWS
RAILWAYS AFRICA
6:2016
20 Tonne Metre Crane Road Rail Vehicle (RRV) South African road rail vehicle (RRV) developer RailPro has developed their first 20 tonne metre Crane Road RRV. The RailPro crane RRV - intended for the maintenance and construction market - has recently been put into operation by Tractionel Enterprise, a leading rail OHTE/OCDS¹ specialist in South Africa. Tractionel is currently using the new crane RRV to plant 14.7m high masts and work on construction and maintenance tasks that are critical to the OHTE infrastructure in South Africa. HIAB Cranes, based in Johannesburg, consulted extensively with RailPro throughout the design process and have equipped the vehicle with a fully hydraulic mounted crane, complete with wireless remote control, and an outrigger system, which allows the support legs to be deployed on rail lines as well as rail platforms. HIAB sales and marketing manager, Eddie Rewitzky states that: “HIAB consistently work with their clients to deliver innovative new products, which are designed to meet their customer’s unique needs. Together with RailPro, HIAB identified the opportunity to address some of the difficulties that clients face when working with a crane of this size. Operators are often restricted to standard rubber-wheeled, road-going vehicles and access to the railhead via service roads can present a challenge. RailPro’s Crane RRV is a flexible, mobile platform that is fully bimodal. The RRV can be used on both road and rail to access the worksite, which increases the speed of access and therefore has a positive effect on productivity.” Chief executive officer of RailPro, Ian Ross, commented: “Our proprietary DSDS™ technology transmits power to the rail wheels directly from the truck’s own engine. Our technology has been developed in South Africa, in consultation with our clients, to develop a world-class solution for the rail maintenance industry. Our technology is based on a direct drive system that is far lighter than conventional technologies, thereby allowing for greater payloads both on and off rail. Our RRVs are 30 times more fuel-efficient than a small locomotive and have low maintenance costs. The Crane RRV is a purpose-designed vehicle that can operate on road or rail, and is safer to operate when lifting heavy equipment on rail in comparison to other available solutions currently on the market.” Operations manager at Tractionel Enterprise, Juan Swart, added that: “We are developing our fleet based on RailPro’s maintenance platform. These vehicles have been put to work in rail maintenance and construction environments and have consistently delivered superior performance in comparison to other RRVs currently on the market. We have ordered the RailPro crane RRV so as to meet and exceed our client’s expectations. The stiff-boom crane allows our company to achieve higher work-rates, thereby increasing productivity, while operating with greater safety, which directly benefits our customers.” 1. Overhead Track Equipment (OHTE) and Overhead Contact Distribution Systems (OCDS)
38 www.railwaysafrica.com
“We are developing our fleet based on RailPro’s maintenance platform. These vehicles have been put to work in rail maintenance and construction environments and have consistently delivered superior performance in comparison to other RRVs currently on the market. Juan Swart, operations manager, Tractionel Enterprise.
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Registered TETA assessors and moderators for train operations Accredited supplier of training for train drivers, assistants, shunters and train controllers Upskilling of technical staff in diesel and electrical fields Diesel Electric Fitter apprentice training; trade test preparation and trade testing by NAMB accredited assessors and moderators Recurrence training to meet legal requirements on locomotive vacuum brake, airbrake and ECP brake systems on 28 LV, 28 LAV -1 and 26 L systems
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Africa Update is updated weekly and sent to subscribers of the Railways Africa™ News Express. Register online to keep up-to-date and informed. www.railwaysafrica.com/register
AFRICA AT THE CENTRE OF GLOBAL CLIMATE CHANGE CONFERENCE
King Mohammed VI of Morrocco, delivers royal speech at the 22nd Conference of the Parties (COP 22) to the UNFCCC.
The internationally renowned climate change conference, COP22, was held in Marrakesh, Morocco, in November of this year. As the first conference of its kind to be held in Africa, the event has cemented the continent’s position as a major role-player in the global response to climate change. As one of the world’s fastest developing markets, Africa has the potential to embark on its journey towards industrialisation, and the resultant economic prosperity envisioned for the continent with sustainable, environmentally friendly technologies from inception, including dynamic and innovative mobility solutions for both people and goods across the continent.
Railways are increasingly coming to feature as a sustainable solution to the world’s transport needs, as evidenced by the Global Sustainable Transport Outlook Report entitled Mobilising Sustainable Transport for Development issued by the UN secretary-general’s high-level advisory group on sustainable transport, prior to the assembly of the COP in November. In addition, the first ever Global Sustainable Transport Conference was held in Ashgabat, Turkmenistan on 27 November, providing stakeholders in the rail industry a platform to highlight the role that high volume, low emission rail transport modalities play in reducing carbon emissions emanating from the transport sector on a global scale.
40 www.railwaysafrica.com
While the United Nations Framework Convention on Climate Change (UNFCCC) identifies climate change as a global injustice, it is recognised that the effects of climate change often have the greatest impact on the world’s most vulnerable populations, particularly on the African continent. These are often the populations that, ironically, impart the smallest carbon footprint as compared to more developed, industrialised regions. In this context, the Conference of the Parties (COP) to the Climate Change Convention agree that Africa deserves special attention, taking a prominent position in the pre-2020 agenda as championed by Morocco.
COP22 In Context The United Nations Framework Convention on Climate Change (UNFCCC) was signed at the Earth Summit in Rio de Janeiro in 1992 and entered into force in 1994 with the objective of reducing the greenhouse gas emissions that are believed to be a major contributor to climate change, including global warming. Following the signing of the Convention, UNFCCC established the Conference of the Parties (COP) to guide
the efforts of countries that are Parties to the Convention to address climate change and was designated as the supreme governing body of the Convention. To date, 195 countries have submitted their instruments of ratification, and Parties meet once a year in order to evaluate the application of the Convention. The annual COP assemblies provide participants with the opportunity to gather and share information on greenhouse gas emissions, assess and compare national policies and optimal practices with regards to sustainable development, and address both the foreseen and unforeseen implications of climate change on the lives of people throughout the world¹. During the COP21 convention, held in Paris, France, 195 delegations adopted a landmark climate change agreement, which plans to contain the average increase of the global temperature to “well below 2°C”², to match levels prior to the industrial revolution. According to numerous studies conducted by the Intergovernmental Panel on Climate Change (IPCC), among others, the world is experiencing unprecedented global warming. The IPCC
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RAILWAYS AFRICA
employs empirical research techniques to establish the effect of human activity on climate change by measuring risks and proposing mitigation and adaptation strategies to reduce greenhouse gas emissions. From the very first IPCC Assessment Report (FAR), published in 1990, scientists have shown that emissions from human activities are increasing concentrations of greenhouse gases, including carbon dioxide, methane and chlorofluorocarbons (commonly known as CFCs) in the atmosphere. In its latest report, the IPCC highlights the impact of climate change on land and ocean surfaces, as well as its direct consequences on the decrease in snow cover and the melting of the ice caps. Since pre-industrialisation, the 5th IPCC report states, “the concentration of
greenhouse gases in the atmosphere has been increasing due to human activity. Since 1880, the planet's surface temperature has increased by an average of 0.85°C and sea levels have risen by an average of 19cm.³” If these trends continue, the IPCC predicts, sea levels will rise by 1m by the year 2100, and global surface temperatures could be between 1°C and 9°C higher than those recorded today, with an average increase in surface temperature of up to 5.4°C⁴. This could have a devastating effect on weather patterns, food security and climaterelated natural disasters such as unprecedented droughts and flooding. To mitigate these risks, many researchers highlight the need for stringent, far-reaching and innovative solutions that will dramatically reduce the current levels of emissions stemming from
AFRICA UPDATE
Official opening of the COP22 Climate Change Conference in Marrakesh, Morocco.
“Sustainable transport is the provision of services and infrastructure for the mobility of people and goods - advancing economic and social development to benefit today’s and future generations - in a manner that is safe, affordable, accessible, efficient, and resilient, while minimising carbon and other emissions and environmental impacts.” - Mobilising Sustainable Transport Report (2016).
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Selecting the Right Tamping Machine is Essential for Productivity and Durability Our range of heavy on-track tamping machines is a reflection of the extensive research and technical development invested into creating the world’s highest standards of reliability, quality and features. The result of this is evident in the durability of the tamped track. Different tamping machine designs are available to meet every possible tamping requirement. Plasser South Africa provides specialist advice to select the right machine with regards to production, its position in the existing fleet, whether it should be plain or universal track, and if universal is selected; many different features must be considered such as 3rd rail lifting, split units, wheel base, etc. Plasser South Africa (Pty) Ltd | PO Box 103, Maraisburg, 1700 | Tel: 011-761-2400 | info@plasser.co.za
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2016/02/11 10:44 AM www.railwaysafrica.com 41
AFRICA UPDATE the excessive utilisation of carbon-based energy sources to fuel the world’s needs, a goal that the Paris Agreement aims to achieve.
Mobilising Sustainable Transport For Development In response to the United Nation’s commitment to the Sustainable Development Goals (SDG), which came into force in January of this year, and the adoption of the Paris Agreement at COP21, UN secretary-general Ban Ki-moon established a high-level advisory group to investigate sustainable transport as a key component in achieving these ambitious global development objectives. This high-level advisory group was mandated to provide recommendations on sustainable transport on a global, national, local and sector level. Over the past three years, the advisory group has worked with governments, transport providers, businesses, financial institutions, civil society and other stakeholders to promote sustainable transport systems and their integration into development strategies and policies at multiple levels, across the world.
RAILWAYS AFRICA Following investigations, the advisory group found that global, national and local transport systems operate under severe constraints, worsened by a lack of sustainable investments. In response, the expert panel issued the Mobilising Sustainable Transport for Development Report, which provides ten recommendations on how governments, businesses and civil society should redirect resources in the transport sector to advance sustainable development. The report found that a transformational change to sustainable transport can be realised through annual investments of approximately $US2 trillion, similar to the current ‘business as usual’ spending of $US1.4 trillion to $US2.1 trillion. These recommendations include: 1. Make transport planning, policy and investment decisions based on the three sustainable development dimensions—social development, environmental (including climate) impacts and economic growth—and a full life cycle analysis.
2. Integrate all sustainable transport planning efforts with an appropriately balanced development of transport modes: integration vertically among levels of government and horizontally across modes, territories and sectors. 3. Create supportive institutional, legal and regulatory government frameworks to promote efficient, sustainable transport. 4. Build technical capacity of transport planners and implementers, especially in developing countries, through partnerships with international organisations, multilateral development banks, and governments at all levels, to ensure equitable access to markets, jobs, education and other necessities. 5. Reinforce efforts toward preventing road traffic deaths and injuries. 6. Foster an informed, engaged public as a crucial partner in advancing sustainable transport solutions. 7. Establish monitoring and evaluation
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frameworks for sustainable transport, and build capacity for gathering and analysing sound and reliable data and statistics. 8. Promote diversified funding sources and coherent fiscal frameworks to advance sustainable transport systems, initiatives and projects. 9. Increase international development funding and climate funding for sustainable transport. 10. Promote sustainable transport technologies through outcomeoriented government investment and policies that encourage private sector investment and action through various incentive structures. Investments in sustainable transport, the experts found, could lead to fuel savings and lower operational costs, decreased congestion and reduced air pollution. Additionally, it is estimated that efforts to promote sustainable transport can deliver savings of up to $US70 trillion by 2050. A move to sustainable rail-based freight and passenger transport that includes integrated port Continues on page 44
Africa in the spotlight at the COP22 Africa Action Summit. 1. The United Nations Office for Disaster Risk Reduction, 22nd Conference of the Parties to the UNFCCC (COP22) - https://www.unisdr.org/we/ inform/events/44468 2. The COP22, the COP Plan of Action, Marrakesh, 2016 - http://infomediacop22.com/media/presskits/Press_KIT_Steering-Committe_COP22_EN_ N1Y9.pdf 3. 4 IPCC, 2014: Climate Change 2014: Synthesis Report. Contribution of Working Groups I, II and III to the Fifth Assessment Report of the Intergovernmental Panel on Climate Change [Core Writing Team, R.K. Pachauri and L.A. Meyer (eds.)]. IPCC, Geneva, Switzerland.
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PIDA WEEK 2016: CALLS FOR ACCELERATED JOB CREATION THROUGH INFRASTRUCTURE DEVELOPMENT Members of the African Union (AU), the NEPAD Agency and the African Development Bank (AfDB) congregated for the second edition of the Programme for Infrastructure Development (PIDA) Week, held in Abidjan, Côte d’Ivoire. This year’s gathering, organised under the theme: ‘Creating Jobs through Regional Infrastructure Development,’ has drawn over 250 participants and stakeholders representing the AU member states, the private sector, development partners and project owners.
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Group picture of participants at the PIDA Steering Committee.
The aim of PIDA Week 2016 is to validate the importance of tackling the infrastructure gap on the African continent through local infrastructure development projects to create an enabling environment for economic growth throughout the region. Particular focus has been placed on the potential that regional infrastructure development projects provide for the alleviation of high unemployment levels in Africa, particularly for vulnerable communities such as the youth. The PIDA is a multi-sectorial programme that covers transport, energy, trans-boundary water and ICT, and is dedicated to facilitating continental integration throughout Africa by means of improved regional infrastructure. AU commissioner for infrastructure and energy, Elham M.A. Ibrahim, said in her opening address: “The PIDA should play a role in narrowing the gap between job creation and unemployment. To that end, public decision-makers and private sector management are urged to actively implement training and skills acquisition programmes during infrastructure development projects, particularly when building roads, rail systems, power generation and power transmission systems, in order to prepare young Africans for the implementation of complex capital projects.” The event hopes to build on the achievement of the inaugural PIDA event, held in 2015, to increase the visibility of PIDA projects and reach out to the global infrastructure investor community, development finance institutions, export credit agencies, public and private project sponsors and governments.
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marechal.com
AFRICA UPDATE Continued from page 42
terminals, well-planned airports and harmonised standards and regulations for efficient border crossings, could produce a global GDP increase by $US2.6 trillion. Writing in the report’s foreword, UN secretary-general Ban Ki-moon noted that sustainable transport was an essential element in the fight against climate change, reduction of air pollution and improvement of road safety. “Sustainable transport supports inclusive growth, job creation, poverty reduction, access to markets, the empowerment of women, and the well-being of persons with disabilities and other vulnerable groups.” The report calls for robust engagement by all stakeholders to ensure all members of society have access to jobs, markets, education and health care, through sustainable transport.
Africa Investing In Sustainable Transport The Mobilising for Sustainability Report constitutes a global study of transport systems, projects and initiatives, covering all modes currently in operation across territories, sectors and socio-economic zones. In light of the fact that Africa is home to some of the world’s least developed nations, it is encouraging to note that a number of African projects have been featured in this landmark report as successful case studies demonstrating the benefits of implementing sustainable transport solutions. Among these is South Africa’s Gautrain, a rapid rail transit system, which has been implemented through a publicprivate-partnership, to provide transport for passengers between some of the most important economic centres across the Gauteng Province, including a link to the O. R. Tambo International Airport. East Africa’s Northern Corridor, which connects the landlocked countries of Burundi, Rwanda and Uganda with Kenya’s port of Mombasa, and also services the Democratic Republic of the Congo (DRC), Ethiopia, South Sudan and Northern Tanzania, is similarly recognised, particularly in achieving a number of the above-mentioned objectives. Outside of rail, the report also commends the Gauteng Provincial Department of Roads and Transport for the successful implementation of Africa’s first full-fledged bus rapid transit system, Rea Vaya, which was successfully introduced prior to the hosting of the FIFA World Cup in 2010. 44 www.railwaysafrica.com
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MEC FOR TRANSPORT PLACES RAILWAYS AT THE FOREFRONT OF GAUTENG’S URBAN PLANNING
South Africa
Speaking at Gauteng Provincial Legislature, Gauteng MEC for transport, Dr Ismail Vadi recently presented the Gauteng Department of Roads and Transport Annual Report for the 2015/16 reporting period, highlighting the department’s achievements, challenges and plans for the future.
Gauteng MEC for Transport, Dr Ismail Vadi.
During his opening address, Vadi pointed out the critical role that effective transport infrastructure has to play in achieving the national development goals that the South African government has committed to achieving by the year 2030, in accordance with the National Development Plan (NDP). “Transport plays a critical role in society,” he stated. “It helps to move our economy to a higher growth path. In the Medium Term Budget Policy Statements delivered by both finance minister Pravin Gordhan and MEC Creecy, the crucial role of the province’s infrastructure expenditure to stimulate the economy has been highlighted,” Vadi said. “The department, therefore, remains focussed on achieving an integrated and efficient transport system in Gauteng, which promotes sustainable economic growth, skills development and job creation, fosters higher quality of life, is inclusive and and preserves the environment.” Vadi went further to point out the strategic importance of taking an integrated approach to spatial and transport planning. “Essentially,” he explains “we are talking about creating smart cities in the Gauteng city-region, that are supported by good public transport systems. Simultaneously, we have to keep our feet firmly on the ground to meet the commitments made in our Annual Performance Plan.” Vadi recognised the Gautrain Management Agency for achieving a clean audit from the Auditor-General and noted the unqualified audit opinions for both the Gauteng Department Roads and Transport and G-Fleet, the state-owned fleet management entity of the Gauteng Roads and Transport Department, for the 2015/16 financial year. “We are encouraged by the progress made in getting the financial statements of G-Fleet on the proper footing.” The MEC stated after the division received adverse audit findings in the 2014/15 AuditorGeneral’s report, adding that: “Our challenge now is to sustain the progress made and ensure that the department gains a clean audit for the next reporting period.”
Rail As A Solution To Gauteng’s Mobility Challenges With regard to Gauteng’s railway networks, the MEC highlighted the critical importance of further investment in the various development projects currently underway in the sector. “Rail is the core of our public transport system,” the MEC explained. “Because it is a mass mover of commuters with a dedicated right of way, it lends itself to transit-oriented development in terms of residential, commercial and industrial densification and urbanisation. The efficiency of the rail transport system is pivotal for a functioning Gauteng city-region,” he concluded.
Gautrain Fleet Expansion Dr Vadi announced during his address that three pre-qualified bidders, namely, Bombardier Transport (Pty) Ltd; CRRC E-Loco Supply (Pty) Ltd, and Egoli Rail Consortium, have been selected to participate in the next stage of the tendering process to supply the Gautrain with 12 new trainsets. “The initiative to procure 12 new sets for the Gautrain system is aimed at meeting rising passenger demand. A competitive procurement process is being followed, where seven potential bidders
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AFRICA UPDATE
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drew the Request-for-Qualification documents to supply the new trains,” the MEC pronounced.
Central Corridor is anchored around the City of Joburg as the hub of finances, services, ICT and pharmaceutical industries.
Vadi went further to explain that: “The Request-for-Proposal documents have been issued to these three bidders, and their final bids should be submitted by May 2017.” According to Vadi, the Gauteng Management Agency (GMA) intends awarding the contract to the successful consortium in November 2017. “The GMA has developed a business case within the existing funding for Gautrain and has partnered with the Development Bank of South Africa (DBSA) to arrange the financing for the 48 new coaches,” Vadi stated. “The capital expenditure of approximately R4.3 billion for additional rolling stock and supporting infrastructure is expected to sustain about 10,000 jobs in Gauteng,” he concluded. The MEC confirmed that the GMA and the Bombela Concession Company (Pty) Ltd (BCC) have agreed to a comprehensive settlement of all disputes relating to the construction of the Gautrain system. The agreement brings to an end protracted, costly and
Northern Corridor is anchored around Tshwane as the administrative capital city and the hub of the automotive sector, research, development, innovation and the knowledge-based economy. Eastern Corridor is anchored around the economy of the Ekhurhuleni Metro as the hub of manufacturing, logistics and transport industries. Southern Corridor encompasses the economy of the Sedibeng district and the creation of new industries, new economic nodes and new cities. Western Corridor encompasses the economy of the current West Rand district and the creation of new industries, new economic nodes and new cities.
multiple legal and arbitration processes relating to the Sandton Station cavern; the John Vorster and Jean Avenues cantilever bridges in Centurion; the water ingress in the tunnel between Park and Rosebank Stations; and the delay and disruption claim. In terms of the agreement, the Gauteng Provincial Government will pay Bombela an amount of R980 million, and a further payment over two years of R274 million - a capped amount.
The MEC confirmed that the Feasibility Study Report into the expansion of the Gauteng rapid rail network has been completed. Vadi stated that the report would provide greater certainty about the future growth of the rail network, but did not indicate when the report will be made public.
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AFRICA UPDATE The Future Of Transport in Gauteng MEC Vadi has received support from multiple stakeholders within the transport sector, including the parliamentary Portfolio Committee on Transport, for the establishment of a new provincial body, which will be known as the Gauteng Transport Authority. “The establishment of a Gauteng Transport Authority is a far-sighted initiative that, in the coming years, will transform the way in which public transport is planned, co-ordinated and rendered to residents,” Vadi explains, pointing out that a collaborative authority that creates a platform for all relevant stakeholders to be represented equally is critical to successful and effective transport governance, especially in a multiparty political landscape where cooperation and collaboration are needed for transport planning. With regards to the department’s immediate plans for the modernisation of the province’s transport systems, Vadi elaborated on the intended move from the current cash-based payment system used on public transport modes, to an electronic payment ticketing system, which will be integrated across all public transport modalities, including bus, rail and the taxi industry. This shift, Vadi explains, will contribute significantly to creating an intermodal public transport matrix that will be managed by a single Integrated Fare Management System (IFMS). “Planning for the e-ticket, which includes minibus taxis through a private sector initiative,
RAILWAYS AFRICA is gaining steady momentum,” the MEC announced, adding that the implementation of the IFMS will facilitate data capturing on commuter travel patterns, enabling the department to make informed, evidence-based decisions when developing the province’s transport networks in line with commuter demands.
Aerotropolis – Investment In Strategic Transport Hubs In Johannesburg Gauteng's Eastern Development Corridor, with OR Tambo International Airport serving as the central nexus of one of the country’s most important transport hubs, will benefit from significant infrastructure expansion to facilitate further investment from the industrial sector within this critical Special Economic Zone (SEZ). According to the MEC, the Gibela train manufacturing facility, currently under construction in Dunnottar,
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is expected to drive economic activity within the corridor once it comes online in 2017. The 50,000m² manufacturing facility is projected to accommodate in excess of 2,000 employees, who will be engaged in the manufacture, assembly and testing of the 600 X’Trapolis trainsets destined for PRASA’s new passenger rail fleet. In addition to the primary manufacturing plant, the Gibela project incorporates plans for the establishment of a 25ha supplier park adjacent to the Dunnottar facility, where train components will be manufactured in close proximity to the primary manufacturing site. “Already, the Aerotropolis precinct has seen an influx of greater freight related businesses emerging within close proximity to the ORTIA transport hub,” Vadi stated, adding that: “there will be greater impact in the area once the new housing and roads being constructed have an impact on its expansion and development,” the MEC concluded.
SUPPLIER PARK
Centre of train manufacturing excellence
MANUFACTURING BUILDINGS 31,500 m2
TRAINING CENTRE
4000 m2 19,500 people to be trained
TESTING CENTRE
1,2km test track Static testing buildings
GIBELA TRAIN MANUFACTURING FACILITY DUNNOTTAR, GAUTENG - Artists impression
KANO STATE SIGNS $US1.8 BILLION CONTRACT WITH CHINA FOR LIGHT RAIL PROJECT Nigeria
The local government of Kano State, situated in the North West region of Nigeria, has signed a contract with the China Railway Construction Group (CRC) for the construction of a light rail line for the region’s capital, Kano City. The project is currently valued at $US1.8 billion, 85% of which will be financed by the Exim Bank of China, with the remaining 15% being absorbed by the local government. Kano State is the second largest industrial centre in Nigeria, and the largest in Northern Nigeria, with both small and large-scale manufacturing and agricultural trade dominating the region’s economic activity. Kano State governor, Abdullahi Ganduje, expressed his confidence that the establishment of a light rail network in the region would support economic activity and enable more efficient public transport for people in the region. “The project is part of a grand design to upgrade Kano to the status of a truly great city, as it 46 www.railwaysafrica.com
will significantly ease movement of goods and services,” the governor explained. The project will be implemented using a phased approach, with the first phase expected to take two years to Kano State Governor, Abdullahi Ganduje with representatives of the China Railway complete at a cost Construction Group, Kano City, Nigeria. of $US555 million, and the second phase is projected to take an additional two years. Upon completion, the light rail network is expected to comprise four lines, connecting the main transport routes in Kano City. Governor Ganduje signed the contract on behalf of his government at an official ceremony held in Kano City together with representatives from the CRC Group.
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CONCLAVE TO REVITALISE THE UN’S SUPPORT FOR THE AFRICAN UNION’S AGENDA 2063 OBJECTIVES Agencies of the UN System, the Regional Economic Communities (REC) of Central Africa and their development partners, including the African Development Bank (AfDB), convened in Libreville, Gabon on 6 and 7 December to draw parallels between the African Union’s (AU) Agenda 2063 and the UN’s Sustainable Development Goals (SDG) in order to better support sub-regional development programmes, the UN Economic Commission for Africa (UNECA) announced. The conclave was held during the 7th session of the SubRegional Coordination Mechanism (SRCM) of the UN for the system-wide support of the AU’s NEPAD programme in the sub-region. Convened by the UNECA, the meeting aimed to inform SRCM partners on the appropriate monitoring and evaluation facilities and mechanisms for the implementation of the AU’s Agenda 2063 and the UN’s Agenda 2030. The UNECA has placed on the agenda, not only the task of identifying synergies between the UN and AU development frameworks, but also to highlight opportunities to implement projects and interventions that will further the interests of both. The AU’s Agenda 2063 is both a guiding vision and an action plan, agreed to by the heads of states of within the AU in 2013. Agenda 2063 provides a strategic framework for member states to optimise the utilisation of Africa’s resources to ensure positive socio-economic transformation within the next 50 years, for all Africans.
www.amstedrail.com
In the list of aspirations highlighted by the AU in Agenda 2063, is the development of railway infrastructure to support an integrated African economy. “By 2063, the necessary infrastructure will be in place to support Africa’s accelerated integration and growth, technological transformation, trade and development. This will include high-speed railway networks, roads, shipping lines, sea and air transport, as well as welldeveloped ICT and the digital economy. A Pan-African High-Speed Train Network will connect all the major cities and capitals of the continent, with adjacent highways and pipelines for gas, oil, water, as well as ICT Broadband cables and other infrastructure. This will be a catalyst for manufacturing, skills development, technology, research and development, integration and intra-African trade, investments and tourism.” The above objective is closely aligned with the UN’s Sustainable Development Goals (SDG), particularly that of “Building resilient infrastructure, promoting inclusive and sustainable industrialisation and fostering innovation.” The synergies between the two programmes are easy to identify, which bodes well for the continued support of development projects on the continent from international aid agencies and governments who are aligned with the UN’s development goals.
Tel: +27 87 310 1769 | rvanjaarsveld@amstedrail.com Gross Street, Tunney Ext 3, Germiston, South Africa
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AFRICA UPDATE
SECURITY ON SENA LINE BOOSTS VALE’S COAL TRANSPORTATION
Mozambique
Mining conglomerate Vale Mozambique has once again started to use the Sena line to transport coal from their Moatize coal mine in Mozambique’s Tete province to port facilities at Beira. In June of this year, Vale officially stopped using the line to transport coal after the resurgence of political unrest between Mozambique’s rebel group, the National Resistance Movement (Remano), and the ruling Frelimo Party resulted in armed attacks on two of the company’s coal trains.
The Sena line remains of strategic importance to Mozambique’s Moatize coalfields, as it cuts the distance to port facilities by 337km, in comparison to the alternative Nacala line, which runs through Malawi before reaching the port of Nacala. In an effort to ensure operational safety and efficiency on the Sena line, Vale invested in a railway signalling system that monitors the movement of trains through satellite communication allowing up to 500 trains per month to be monitored and controlled in real time. In response to the security risks that have rendered the Sena line non-operational between June and November this year, Mozambique’s national rail operator Portos e Caminhos de Ferro de Moçambique (CFM) has provided the Sena line with additional security to ensure that coal trains arrive at the port of Beira without incident. While neither Vale nor CFM are willing to elaborate on the details of the security measures, as a precaution against potential assailants using this information to circumvent the actions taken, it has been confirmed that coal trains are successfully running on the line again.
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KENYA STANDARD GAUGE RAILWAY PROJECT UPDATE Speaking at a recent media briefing, managing director of Kenya Railways, Atanas Maina, confirmed that the Mombasa - Nairobi Standard Gauge Railway (SGR) project is running on schedule, with the first batch of locomotives due to arrive in the country in January 2017. The 472km standard gauge railway, due to be commissioned into commercial operation by 2018, is said to have cost the railway operator Sh372 billion ($US3.2 billion), with an additional Sh15 billion ($US14.7 million) in land acquisition and associated costs.
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Kenya
Managing director of Kenya Railways, Atanas Maina, addressing local media regarding progress on the SGR project.
Kenya Railways is expecting a fleet of 43 diesel locomotives, to be serviced by 1,620 wagons, as well as five passenger trains, supported by 40 coaches, to start arriving in the country in January 2017. According to Maina, civil works on the project have reached 98% completion with both communications works and signalling systems already complete. Kenya Railways management remains confident that trial runs on the MombasaNairobi SGR line will commence in February 2017.
Construction On The Nairobi-Naivasha Line Construction on phase 2A of the Kenya SGR project, which will cover 120km, connecting Nairobi to Naivasha, is currently underway, Maina confirmed. The second phase of the project is expected to come at the cost of Sh153 billion ($US1.5 billion), 85% of which will be financed by the Exim Bank of China. The remaining 15% - approximately Sh23 billion ($US225 million), in addition to the added land compensation costs, will be financed by the Kenyan Government. Construction plans for phase 2A of the project have been beset with objections from wildlife enthusiasts as a significant portion of the track will pass over the Nairobi National Park. According to Maina, the rail operator has held extensive consultative meetings with various interests groups regarding the effect that the SGR project may have on the ecology of the park, and the matter has been resolved.
TAZARA POSTS POSITIVE RESULTS IN FIRST REPORT OF 2016/17
Tanzania
Zambia
The Tanzania-Zambia Railway Authority (TAZARA) continues to post positive results following the implementation of an ambitious turnaround strategy over the past year. According to TAZARA’s first quarter report for the 2016/17 financial year, the operator hauled 29,061 tonnes of freight during this reporting period, which constitutes an improvement of 9%, in comparison to the 26,571 tonnes transported during the same period in the 2014/15 cycle. TAZARA also reports significant improvements in their passenger services, having accommodated 133,863 commuters between Dar es Salaam and New Kapiri-Mposhi during the reporting period, which is a 20% improvement on last year’s results. The Udzungwa shuttle train that operates between Makambako and Kidatu in Tanzania conveyed 78,246 passengers between July and September, which is 58% above the target of 49,500 passengers Continues on page 50
48 www.railwaysafrica.com
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KENYA AND UGANDA SIGN SGR OPERATIONS PACT
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Continued from page 48
Kenya
The governments of the Republic of Kenya and the Republic of Uganda recently signed an agreement to establish the joint operations of the Mombasa to Kampala Standard Gauge Railway (SGR) line. The agreement aims to establish a framework under which both parties will implement the provisions of the SGR Protocol and the directive of the 13th Northern Corridor Integration Projects Summit, which mandates that the line is jointly operated by both territories, to ensure the seamless operations of the line, in accordance with the laws of both countries. The agreement was signed by the minister of works, Monica Azuba Ntege, on behalf of Uganda and cabinet secretary for transport, infrastructure, housing and urban development, James Macharia, on behalf of the government of the Republic of Kenya. The civil works for the MombasaNairobi section of the SGR project in Kenya are nearing completion, with the SGR line due for commissioning in June 2017. Uganda has entered into an EPC/Turnkey Commercial contract with China Harbour Engineering Construction Ltd. (CHEC) for the development of the SGR Eastern route section from Malaba to Kampala. Construction is expected to commence late 2016. The joint operations agreement covers freight and passenger railway management, operation, maintenance and related matters of the Mombasa – Kampala SGR section. Under the terms of the agreement, a single operator will run the line across both territories, and trains will be able to cross the border without having to engage in timeconsuming border control processes, enabling seamless rail services across the region.
set for this period. The Dar es Salaam Commuter Train carried 751,693 passengers during the quarter, as compared to 513,899 passengers in the corresponding quarter in 2015/16. The Commuter Train’s performance was 46% above the set target. In addition to improving both tonnages and passenger numbers, the railway operator has started recording operational surpluses on both the Udzungwa Shuttle and the Dar es Salaam Commuter Trains. The TAZARA board attributes this to the outsourcing of cabin services to the private sector. TAZARA management has also reported an improvement in operational indices, including enhanced and consistent security and safety in train operations, specifically in freight. TAZARA has achieved an average transit time of 6.3 days and a wagon turn-around time of 24 days between Dar es Salaam and New Kapiri-Mposhi, which constitutes a significant improvement in operational indices. “The improvements recorded during the period under review are mostly attributed to continued interventions by the two shareholding governments, through the provision of working capital support, which has facilitated an enabling business environment and stability in operations,” the company states. The report, however, points out that there remain some operational challenges emanating from tax-related issues at the Port of Dar es Salaam - a problem the board acknowledges is being addressed by the relevant authorities.
NIGERIAN RAILWAY SYSTEM IS BACK ON TRACK
Nigeria
The chairman of Nigeria Railway Corporation (NRC), Mr Usman Abubakar recently announced that the country’s railway system is operating at 90% capacity, following substantial investment from the Federal Government over the past few years. Abubakar has confirmed his Government’s commitment to continue to focus on developing the country’s railway infrastructure, with the view of reduceing journey times between Abuja and Kaduna to one-and-a-half hours. The NRC has committed to a 25-year development plan, which started with the installation of a Kaduna-Abuja Standard Gauge Railway (SGR). According to this development plan, the now operational SGR which links the country’s two most important economic hubs will be extended to the rest of the country in the years to come. “We will continue to work until we cover every state capital and the major commercial and business towns in the country,” Abubakar told journalists during a recent interview. He continued by explaining the under the 25-year development plan, work on the country’s new standard gauge railway network will soon commence on the proposed Lagos – Ibadan line, as well as the Kano-Kaduna, which will extend to Calabar, terminating at the Port of Harcourt. “This programme will link Northern, Southern and coastal areas so that passengers and freight are able to move freely across the states of the federation,” Abubakar concluded.
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AFRICA UPDATE
PRASA’S FIRST X’TRAPOLIS MEGA TRAIN TAKES TO THE TRACK IN MAMELODI
South Africa
Gibela has been awarded a Provisional Acceptance Certificate from the Passenger Rail Agency of South Africa (PRASA) for its first X’Trapolis MEGA train. The provisional acceptance certificate will pave the way for PRASA to start trial runs in preparation for the commencement of commercial service, scheduled for the latter half of 2017. Gibela CEO, Marc Granger highlighted the enormity of this milestone in the country’s passenger rail rolling stock procurement programme, stating that: “This is a major milestone for Gibela and our customer, PRASA. The moment we have been preparing for since signing the contract in 2014.” The train that has provisionally been approved by PRASA is the first of 600 X’Trapolis MEGA trains, engineered and designed by world leading French railway original equipment manufacturer Alstom, for the South African commuter rail market.
PRASA Initiates Trial Runs On New Rolling Stock The first phase of PRASA’s trial runs will be conducted without
passengers onboard, the rail agency has announced, as stipulated by the Railway Safety Regulator of South Africa (RSR). The first trial is scheduled to run between Pienaarspoort Station, Mamelodi and Rissik Street Station, Hatfield between 1 December and 16 January. From 18 January to 28 February 2017, the second phase of the trial run will give passengers an opportunity to travel on the new train between Koedoespoort Station and Rissik Street Station. The new train is expected to enter full commercial service soon afterwards.
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MOZAMBIQUE - LINE BETWEEN CUAMBA AND LICHINGA BACK IN OPERATION Mozambican president, Filipe Jacinto Nyusi, officially inaugurated the recently rehabilitated rail connection between the cities of Cuamba and Lichinga, in Mozambique’s Niassa province. The line has been out of operation for the past six years after services were suspended due to severe degradation of the track. The rehabilitation project was funded, in part, by Vale - a major shareholder in the Northern Development Corridor (CDN) Company. The CDN operates across the northern region of Mozambique, Malawi and Zambia, and is focused on the commercialisation of the port facilities in Nacala though railway service development in Northern Mozambique and Malawi. The rehabilitation programme was initiated in 2012 and has cost approximately $US100 million - $US48 million of which was absorbed by Vale. The restoration project covered approximately 240km of track and was implemented using a two-phased approach, with phase one stretching from Cuamba to Mitande and phase two covering Mitande to Lichinga. The project involved replacing metal sleepers, construction work on several bridges, removing overgrown vegetation and obstacles
Official cutting of the ribbons at the Cuamba/ Lichinga line – Northern Mozambique.
The first train in this initiative successfully ran on 2 December, from Newcastle to the Steel Hub and distribution centre in Elandsfontein. Main advantages of this initiative include reduced lead times to AMSA’s customers, domestically and in the greater SADC region. The collaboration also will enable growth in market share of outbound steel on rail from the current 13%, (400,000 tonnes) in 2016/17 to 34% (1 million tonnes) in the 2017/18 financial year. This will result in a significant reduction in carbon emissions and road congestion. The strategic importance of the Steel Hub for TFR is that it represents an execution of the back-to-rail strategy and will strengthen customer relationships, ensuring long-term contracting with AMSA. The hub is guaranteed 52 www.railwaysafrica.com
Mozambique
from the track and the removal of landmines in the railway precinct – a legacy of the country’s violent civil war that officially ended in 1992, despite resurgence of civil unrest in recent years. The last 11-wagon train to run on the line in 2006, prior to services being suspended altogether, took 26 hours to complete its journey, at an average speed of 12km/h. Following the rehabilitation of the line, it is now able to accommodate 25-wagon trains, with a capacity of approximately 1 million tonnes per annum and will accommodate both freight and passenger services. During his opening address, president Nyusi highlighted the role that the railway will play in boosting economic activity in the area, particularly in the agricultural sector. The CDN has invested heavily in the rolling stock required to increase service delivery for farmers along the Nacala Corridor, having signed a lease agreement with Grindrod subsidiary, GPR Leasing Africa for 100 grain hopper wagons in October 2015. The wagons have been manufactured and purchased from the South African company Galison Manufacturing and are scheduled to go into operation by the end of this year.
Fully restored track between Cuamba and Lichinga.
TRANSNET FREIGHT RAIL LAUNCHES CRITICAL STEEL HUB In line with Transnet’s Market Demand Strategy (MDS) to migrate road volumes back to rail, Transnet Freight Rail (TFR) has launched a Steel Hub Train in collaboration with ArcelorMittal (AMSA), Barloworld and Grindrod logistics.
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to capture and increase TFR’s market share in the steel portfolio, which is considered rail friendly traffic. The Steel Hub is a long-term sustainability initiative, with an envisaged life span of ten years and beyond, which is backed by sound commercial agreements between all parties. The project commenced two years ago, with comprehensive consultation between key stakeholders, to support the ArcelorMittal strategic direction distribution programme. The Steel Hub at TFR’s Elandsfontein yard was identified as the interim distribution centre for the next two to three years and will move to a permanent distribution centre, currently under construction at the Grindrod premises in Denver. TFR will provide a dedicated service to the Steel Hub to ensure that AMSA consistently receives a reliable service, with dedicated resources and time slots on agreed upon days. Furthermore, customers’ orders will be supplied from the Steel Hub by loading steel onto road cartage trucks, managed by Barloworld, for delivery to customers.
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